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VOL. LXI — 1925. 

Issued Quarterly 








YOL. LXI — JANUARY, 1925. 
Issued Quarterly 





The Historical Collections are published quarterly with illustra- 
tions, each volume containing a complete index. Subscription 
33.00 per annum. 

Entered at the Post Office in Salem, Massachusetts, as second class matter. 

The Essex Institute disavows responsibility for the positions taken by contributors 
to its pages. 


1. Three Generations of Silsbees and Their Vessels. By 

Martha Williamson Forsyth Duren. (Continued.) 

( Illustrated .) 1 

2. Blockade Running During the Civil War. By Francis B. 

C. Bradlee. ( Continued .) ( Illustrated .) ... 17 

3. The Burnap-Burnett Genealogy. By Henry Wyckoff 

Belknap. (Continued.) 49 

4. Salem Vessels and Their Voyages. By George Granville 

Putnam. (Continued.) (Illustrated.) .... 65 


By George Granville Putnam. 

Figuring prominently in the East India commerce after the Revo- 
lution, was the Pepper Trade between Salem and the Island of Su- 
matra, — a trade marked by romance, pathos, tragedy and prosperity. 
Likewise, the trade with Calcutta, East Coast of Africa, Madagascar, 
and the Philippine Islands was an important source of revenue for 
Salem Merchants. 

Mr. Putnam, who is an authority on Salem shipping, has gathered 
from old newspapers and other sources the story of the sagacity 
and heroism of the men of Salem and nearby towns in bringing 
their valuable cargoes to this port, interspersed with anecdotes of 
thrilling adventures. 


160 pp. with Index; 8vo.; 42 full-page illustrations, comprising 75 
separate pictures. Blue boards. Price, postpaid, $3.50. 


154 PP- with Index; 8vo; 37 full page illustrations, comprising 
70 separate pictures. Blue Boards. Price, postpaid, $3.50. 

SUPPRESSION, 1820-1832. 

By Francis B. C. Bradlee. 

This new story by the well-known author of books on marine 
subjects, is one of the most thrilling and absorbing yet published. 
Indeed, it is the first published work giving a complete history of 
this nefarious practice in the West Indies, which for years menaced 
American commerce until the Government took a hand in its sup- 
pression in the 1820’s. There is considerable local flavor in the 
stories of the capture of vessels belonging to Salem, Marblehead, 
Newburyport, Boston, and other New England ports. 

In addition to a list of American vessels attacked by pirates is a 
history of Slavers engaged in the lucrative business of bringing into 
the United States thousands of negroes to be sold at enormous profit 
to their owners. 

229pp.; with Index; Svo.; 37 full page Illustrations. Red cloth. 
Price, postpaid, $5.00. 

Address : 


Salem, Mass. 

New Catalog of all Publications of the Essex Institute sent on 

1813 - 1867 




Vol. LXI January, 1925 No. 1 


By Martha Williamson Eorsytii Duren. 

The origin of the Silsbee (Silsby, Sillsbey) family may 
readily be traced to England. Henry Silsby’s name ap- 
pears among the records of All Saints Church, at North- 
ampton, as being united in marriage to Mary Randes on 
April 20th, 1602. Their home was in England, and there 
her burial is recorded on October 22d, 1632. 

Henry Silsby’s family consisted of eight children, 
among whom was Henry, 2 baptised at All Saints, May 20, 
1613.* He it was who emigrated to New England and 
settled at Lynn, where he died in 1700. He was twice 
married, first to Dorothy , mother of his nine chil- 

dren. She died Sept. 27, 1676. His second wife was 
Grace Eaton, widow of Jonas, of Reading,! whom he mar- 
ried on Nov. 18th, 1680. Not much is recorded concern- 
ing this emigrant, except that in 1639, “Henry Sillsbey, 
Mr. Sharp’s man, was granted half an acre land neere 
the Cat Coue for a house plott.” Savage says that he was 
an inhabitant of Ipswich in 1647, but however this may 
be, Henry Silsbey, in 1651, purchased the dwelling house 
of Thomas Coates in Lynn on what is now Fayette Street 
near Essex, and in 1660 he bought of John Hathorne 
“an old house and some land” near his own property. He 
was a deacon and his name appears several times as a 
witness at court. Among his children, Nathaniel was his 
second son, and was born about 1651, being the first 
Silsbey in America to bear that Christian name. 

* Waters’ Genealogical Gleanings, Vol. I, pp. 702-706. 

t History of Reading, p. 63. 




Nathaniel was an apprentice to John Symonds of Salem 
and married Deborah Tompkins, daughter of John, in 
1671. They passed their married life in Salem, their 
house being near the present site of the Phillips School. 
Plis second wife was Elizabeth Pickering. 

Nathaniel Silsbee had fifteen children by his first wife, 
Deborah. Their son Nathaniel, horn in 1677, married 
Hannah Pickering on May 27, 1702, by whom he had 

two children ; after her death he married Martha* , 

and their only child, William, was baptized August 14, 
1715. He was a carpenter, making the repairs on the 
East Church in Salem in 1766. He married Joanna 
Eowle, daughter of Zachary and Ruth (Ingersoll) Eowle, 
on October 11, 1735, and they made their home on Essex 
Street, opposite Pleasant. Their family consisted of five 
children, of whom the eldest son was Nathaniel, born Nov. 
9, 1748, who married on Nov. 1st, 1770, Sarah Becket, 
and died June 25th, 1791. 

It is the purpose of this sketch to deal chiefly with the 
latter Nathaniel, his son Zachariah Eowle Silsbee, and 
his grandson, John Boardman Silsbee, the fortunes of all 
of whom were so closely connected with the early shipping 
life of Salem that scarcely a page of history dealing with 
Salem’s merchant trade can be turned without encounter- 
ing the name of some member of this family. 

Nathaniel Silsbee. 

Nathaniel Silsbee, in his early boyhood, became inter- 
ested in the sea and shipping industries, and by diligent 
application perfected himself in the science of navigation 
until he became so proficient that he was entrusted at a 
very early age with the care of several vessels and their 
cargoes. He later was in command of the “Grand Turk” 
on its voyage to the West Indies and afterwards to Spain. 
He became an eminent master mariner and was the confi- 
dential agent of Elias Hasket Derby at Salem, and while 
in his service had the charge of three of his vessels at one 
time in the West Indies. During his service with Mr. 

* Silsbee 1 , Gen., pp. 15, 16. Curwen’s Journal, 4tli Ed., p. 656, 
gives Nathaniel’s wife as Sarah Pickering, but this statement 
is not borne out by research. 



Derby, the latter writes to him on Deb. 13th, 1776, as 
follows: “The times at present are such I cannot deter- 
mine what will be for the best and must, therefore, leave 
it wholly to you, not doubting that the business will be 
conducted with care.” In reply, Captain Silsbee writes 
from St. Nicholas Mole that he has “disposed of the prin- 
cipal part of his three cargoes to good advantage, and 
dispatched Captain Hallet and on his return shall visit 
Jamaica to learn the latest news and govern myself ac- 
cordingly” ; that he shall not ship the principal part of 
his property until he can do so with safety, and after load- 
ing his vessels shall leave sufficient to load a fourth ; and 
concludes: “I have sent you a gun and a pair of pistols, 
which you will please accept. I bought them for myself, 
but think you stand more in need of them than I do. 
N. Silsbee.” It was impossible to carry on commerce at 
that time in safety, and though Captain Silsbee used 
his best judgment, the vigilance of the British cruisers 
was too great. During the Spring, when he sent Mr. 
Derby’s three vessels north, two of them fell into the hands 
of the enemy.* 

The following description of the “Grand Turk” will 
indicate some of its history and show its importance 
among the other vessels of its time : 

Ship “Grand Turk” was built at the South Shore by 
Thomas Barstow in 1781, 300 tons. Her hull cost 797 li, 
8s, with an allowance for being made deeper. 

First commander, Thomas Simmons ; second command- 
er, Joseph Bratt. 

Her last cruise as privateer ended April 30th, 1783. 
Her first voyage as a merchantman, under Capt. Samuel 
Williams, was to the West Indies, for which she sailed 
on Sept. 24th, 1783. On her second voyage to the West 
Indies, Capt. Nathaniel Silsbee commanded her, sailing 
on May 24th, 1784. Later voyages were commanded by 
Captains Jonathan Ingersoll, Eben West, and Elias Has- 
ket Derby, Jr. She was sold at the Isle of France for 
Eleven Thousand Spanish Dollars.! 

* Essex Institute Collections, Yol. xliv, p. 214. 

t Papers prepared by William Leavitt and Jonathan P. Felt, 
Essex Institute Ship Papers, First Book. 



Nathaniel Silshee and his wife, Sarah (Becket), lived 
in the house which he built on Daniels Street, and there 
brought up their eight children. He was a member of 
the East Religious Society, and concerning him the Bev. 
Dr. Bentley makes the following entries in his journal: 

May 19, 1784. Capt. Nathaniel Silsbee sailed for the West 

Jan. 14, 1786. Capt. Nathaniel Silsbee’s name appears among 
the proprietors of Dr. Bentley’s Church [East Church], 

April 3, 1788. The following is a list of the Church or Chris- 
tian Communion Members in the East Parish in Salem, taken 
by the Bev. James Diman, Jan. 29, 1778, to which is added mem- 
bers since received and the time of admission. [Among others 
appears Sarah Silsbee, wife of Nathaniel.] 

Oct. 21, 1788. The estate of Nathaniel Silsbee, below Daniels 
Lane was by an execution extended set off in part to Jno. 
Collins, in the following manner ; All the house and land north 
of a line running parallel with the South side of the Great 
Entry including barn, out house and the front South Chamber. 

May 3, 1788. Beceived from Pintard of Madeira a barrel of 
Lemons. Their distribution was as follows : [Long list inserted 
here, giving Salem names, among others, N. Silsbee, dozen.] 

Feb. 21, 1790. News that Capt. Spence Hall has lost both his 
vessel and cargo upon Cape Hatteras as you enter the Carolina 
Coast. The vessel was taken by execution from N. Silsbee. 

July 1, 1791. News of the death of Capt. N. Silsbee. He 
entered life in the employment of E. H. Derby, and had a good 
reputation. He had been to the Southward with the interest 
of some faithful friends. 

April, 1793. Sarah Silsbee and children, d. of her mother in 
law Silsbee and son at sea. [This refers to the death of Joanna 
Powle Silsbee, daughter of Zachariah Fowle, and mother of 
Nathaniel Silsbee.] 

July 4, 1798. A list of persons taking Small Pox by inocula- 
tion in the hospital. Great Pastures, Salem. Little and Pick- 
man, physicians. Entered, June 29, Zach. Silsbee, aet. 15, family 
of Nathaniel Silsbee. 

The eldest son of Capt. Nathaniel Silsbee was Nathan- 
iel, who followed the sea in his youth and afterwards had 
large shipping interests. In middle life he served his 
country in both branches of the Massachusetts Legislature 
and afterwards went to Washington as Representative and 



later as United States Senator, which office he held from 
1826 to 1835', About him much has been written, so it 
is fitting that but a passing mention of him should he 
made in these pages and more attention devoted to the 
activities of the less well-known members of the family. 

Capt. Nathaniel Silsbee, Sen., led a life of unusual 
interest and adventure, which he spent almost entirely 
upon the sea, with but short visits at home. He sailed 
during a dangerous and eventful period in the country’s 
history, yet managed his business with such judgment and 
courage that he held a foremost place among the mariners 
of his time. 

An account is given in the Essex Institute Collections, 
Vol. xlix, p. 97, of the various “Auction Sales in Salem 
During the Revolution,” and among them are transactions 
by “Capt. Nathaniel Silsbv, agent,” or by his order. Of 
these a few may be of interest. 

It appears that Captain Silsbee from Nov. 4th, 1778, 
to Dec. 2, 1779, was agent for the privateer schooners 
“Congress” and “Roebuck,” sometimes in company with 
“Mason,” and also for the brigantines “Fame” and “Nep- 
tune” and the ship “Hunter.” At these auction sales, by 
Captain Silsbee’s order were sold, the brig “Otter,” for 
£2,300, to Stephen Roach ; the ship “Rachel,” 200 tons, 
for £8,200, to E. H. Derby ; the sloop “Dispute,” to E. H. 
Derby, and the brigantine “Anticosti,” with sails and 
cables, to Col. Ralph Cross for £12,448. Captain Silsbee 
was himself purchaser of the schooners “William,” 50 
tons, for £2,550, “Delaware” for £4,000, and the “Indus- 
try,” also the brigantine “Obstinate.” An itemized ac- 
count of all the stores sold is interesting, such as “double 
fortified cannon, shot, rigging, tomahawks, rat and mouse 
traps, cat skins, moose, bear and martin skins, brandy, 
bar lead, stockings, axes and blankets.” 

Among the papers of the Continental Congress now pre- 
served in the Library of Congress, are found the lists of 
the Letter-of-Marque vessels, and it is interesting to dis- 
cover that Capt. Nathaniel Silsbee’s activities during the 
Revolutionary period are chronicled among them. 

His name first appears in these records on Oct. 9, 1780. 



The Massachusetts ship “Roebuck” of 14 guns and 90 men, 
owned solely hy him, was bonded for $20,000 by himself 
with Gideon Henfield and Elias Hasket Derby. During 
1781 there are recorded as partially owned by him the 
Massachusetts schooners “Thrasher,” of 8 guns and 30 
men ; “Revenge,” 8 guns and 40 men, and the “Hazard,” 
8 guns and 25 men; also the brigantine “Experiment,” 
10 guns and 20 men, and the ship “Exchange,” 20 guns 
and 60 men. In 1782, Captain Silsbee was part owner of 
the following Letter-of-Marque vessels : the brigantines 
“Dolphin,” of 6 guns and 12 men, “Surprize,” 14 guns 
and 70 men, and the schooner “Surprize,” of 8 guns and 
35 men; the sloop “Rainbow,” 10 gnns and 40 men, and 
the ship “Cyrus,” 10 guns and 20 men. Captain Silsbee 
was also among the bonders of many of these vessels, and 
of the schooner “Ely” and the ship “Exchange,” which 
were owned hy E. H. Derby. All the foregoing vessels 
were bonded for $20,000 each. 

On Aug. 20, 1781, the papers of the Continental Con- 
gress chronicle a report on the “Memorial of G. Crownin- 
shield and others (Hathaniel Silsbee and John Collins, 
of Salem, Mass.) as to the capture of their vessel (the 
‘Elizabeth and Haney’) by Capt. Seth Harding of the 
‘Confederacy,’ and the condemnation thereof at Cape 
Francois. Memorialists dismissed, Sept. 25, 1781.” 

A search through the old ship papers preserved in the 
Essex Institute at Salem, revealed the full account of the 
capture of the “Elizabeth and Haney,” of which brigan- 
tine Capt. Hathaniel Silsbee was part owner; and so inter- 
esting was this paper, being the statement of the Captain, 
Clifford Byrne, that it is deemed wise to reproduce it in 

Bee it Remembered that Whe the Subscribers Clifford Byrne 
Master & Robert Johnson Mate of A Brigt. called Elizabeth & 
Nancey about one Hundred & tenn tuns Burthen Being the 
Propperty of Capt. Nathaniel Silsbie, George Crowninshield, 
Joseph White & John Collins All of Salem Marchants that they 
the Above Marchants Did Uniformely fit Out saide Brigt. from 
Salem By Laying of Platforms & other Conveniences together 
with five hundred Hard Dollars in Cash & Ordered Us for Sea 
& to Proceed from Hence to Turks Islands & theare Loade 
Saide Briggintine with Salt. 



Accordingly I the above saide Clifford Byrne whent to War- 
wick Palphrays Esqr & their took out a Rigester together with 
All the usiall official Papers for to Proceed to Turks Islands. 
But as it was a Bermudian Port & subject to British Cruisers 
Whe the Master, Seaman, and Mariners of sd vessell together 
with the Oners thought best to make some Cover for our Selves 
as well for the sd Brigt & Cargo as allso to gett sd Salt, which 
wee knew was much whanted Heere. The Oners together with 
Myself took An old Rigester belonging to A Briggantine theli 
Condemned Heere & went to one Russells a printer & Got theere 
a sett of Paper Printed as Ny whe could to Immitate Papers 
from Liver Poole which I saw Capt. John Collins fill up & Sign 
in the name of William Johnson Dbty Collector thiere. 

All which papers I put to Sea with in sd Brigt. on the Eigh- 
teenth Day of December, 1780 from the Port of Salem in New 
England & after various Winds & Wethers Whe arrived in the 
Latt<J of Turks Islands & in Running down for the same, vizt. 
on the 5 Day of January in the fore Noone saw A Large Ship 
in Chase of Us, at 8 o’clock in the Evening she came up with 
us & hailed us. I supposing Her to Bee a British Cruiser told 
them I was from Liverpoole But on thier Comming on Bord 
found her to be Capt. Seth Harding from Philadelphia in Ship 
Confederacy. I shue my Propper Official Papers & All so those 
from Capt. Collings & the Oners. He told me He was Satisfied 
I was from Salem But notwithstanding He would Carry me to 
the Cape for tryall. 

Accordingly whee steer’d for the Same & Arrived there in 
three Days During wich time & wile at the Cape I frequently 
Urged him to let us Proced for Philadelphia or Some Port of 
the Contenant. Eaven with His frate & Goods & His People 
that if he thought Proper to Dispute the Intrest their Hee 
might do it. But notwithstanding my Petitions & Remon- 
strances Hee the Afforesaid Seth Harding Esqr Commander of 
the afforesaid Ship Confederacy turned me together with my 
Mate & Pepole Oute of my said Briggintine & took from me 
my money to the amount of two hundred & ninety three Span- 
ish Mill Dollars & all my Provisions & Utensells & turned me 
a shore in the Aforesaid Port Cape Francois with oute any Help 
or Assistance for me & my mate keeping my Pepole on Board 
his ship as Arimacans. 

And for all the above sd Losses Dispossicons & Disappoint- 
ments not Only for Our Selfs But for the Oners of sd Briggan- 
tine together with money & Effects as Allsoe together with the 



loss of her Voige, Whe do Protest Against the Above Voige, 
Whe do Protest against sd Seth Harding Esq. Commander of the 
ship Confederacy as well in our Owne Names as in the Names 
of all Concerned in sd. Brigtins cargo, & Appertinences As 
Aforesaid as Witness our Hands 

Clifford Byrne Master 
Robert Johnson Mate 

Salem, February the 22, 1781. 

(The above was sworn to before Edward Norris Notary Pub. 
on Feb. 23, 1781, at Salem.) 

Captain Silsbee acquired an independent fortune when 
in business for himself, but had reverses, and his life 
closed on June 25, 1791, at the end of a disastrous voyage, 
which terminated at ISTew York.* His remains were in- 
terred in the cemetery of the Hew Brick Presbyterian 
Church, fronting the Park. Thus ended a life of useful- 
ness and adventure at the age of forty-three. The Essex 
County Probate Records contain the following bond : 

“Bond of Sarah Silsbee, dated April 17, 1795, widow 
of Nathaniel Silsbee, together with Mansfield Burrill, 
housewright, Benjamin Webb, inn-holder, all of Salem, 
in £500, for guardianship of Sarah Silsbee, aged more 
than 17 years, William Silsbee, aged more than 16 years, 
and Zachariah Powle Silsbee, aged more than 12 years, 
all minor children of Nathaniel Silsbee of Salem, mar- 

Zachariah Eowle Silsbee. 

Among the eight children comprising the family of 
Captain Nathaniel Silsbee, Sen., and his wife Sarah 
(Becket), we find the youngest son, Zachariah Eowle 
Silsbee, born Aug. 9th, 1783. His early years, like those 
of his father, were devoted to the study of seamanship. 
Salem was then approaching the period of her greatest 
success in the merchant trade, and ships were beginning 
to ply between her shores and foreign ports. Mr. Sils- 
bee’s naturally keen mind and boundless ambition were 
spurred to action by the spirit of the times, and as early 
as 1812, Dr. Bentley records the following items in his 
journal concerning him: 

* Curwen’s Journal and Letters. 

Father of Zachariah F. Silsbee, Daniels Street, Salem, where the latter was born in I 783 



Feb. 3, 1812. We had news of Capt. Z. Silsbee two months 
out of time from the North. The ship dismantled, put into 
Lisbon, so said, and he, being a passenger, came in a vessel 
bound to New York, and has arrived at that port. We had 
begun to give him up as lost. Vessels which sailed at the same 
time had been in American ports two months. 

Oct. 18, 1816. Yesterday morning it was discovered that in 
the preceeding night the lower store on the India wharf was 
broken open and several bags of sugar and a packet of ban- 
danna silk handkerchiefs taken. The thieves entered by forcing 
the door and conveyed the goods through the back door to a 
boat as afterwards appeared. After circumnavigating Marble- 
head and Lynn shore they were too fatigued to pass Nahant 
and went on shore and offered their goods for sale. Suspicion 
led to detection and the thieves are in the hands of the magis- 
trate. They had been employed in unloading the goods and had 
noticed the place of the best. They violated three inclosures 
and stole the boat from the landing of Hawkes’ boat builders’ 
shop below Derby Street and Derby Wharf. The goods be- 
longed to the Silsbees and had arrived lately from India, in 
Ship Herald, Greaves, into this Port. 

• June 29, 1818. The return of the subscription paper made to 
me is for such deficiencies of salary as have occurred during the 
course of my ministry. The settlement had not been paid and 
the whole amount of deficiency was two thousand dollars. 
[Among other subscribers appears the name of Z. F. Silsbee, 
30 dollars.] 

Z. F. Silsbee left home for his first voyage in 1800, at the 
age of sixteen, in the capacity of clerk to his brother Na- 
thaniel, on the ship “Herald.” This voyage took them to 
Madeira, Madras and Calcutta, making the return in com- 
pany with four other American ships as far as Ceylon, 
hoping that, as each ship was armed, defence might be 
made against any privateering attack, should they en- 
counter such disturbance on reaching the Bay of Bengal, 
where there were known to be several French privateers 
cruising about. Their fears were confirmed, for an East 
India packet ship of eighteen guns was sighted on No- 
vember third, and this vessel had already begun a running 
fight with a French ship. The five American ships then 
came into line and prepared themselves for defense. The 
French vessel at once steered directly for the “Herald” 


and the latter ship opened fire upon her, followed by 
others of the fleet. The French vessel, after receiving 
many volleys from the American ships turned and re- 
treated, although it again Advanced during the night, hut 
finally sailed away to return no more.* 

The terrors and excitement of young Zachariah’s maiden 
voyage did not discourage him, for he sailed again as 
clerk with the “Herald” to Rotterdam, St. Petersburgh, 
Cronstadt, and later on, made another voyage to India. 

In 1803, on the return of the “Herald” from India, 
Zachariah, then only nineteen and a half years of age, 
was placed in charge of the ship and made a successful 
voyage to Batavia, returning in Hay, 1804, with a cargo 
of coffee. During this voyage his log book was most inter- 
estingly kept, and is now in the possession of the Essex 
Institute. It is remarkable that the owners of the “Her- 
ald” should have reposed such confidence in a lad of his 
tender years as to send him to Batavia with a crew of 
twenty men and a most valuable cargo. That this confi- 
dence was not misplaced is well proved by the masterly 
way in which he handled his men in the face of mutiny 
and sickness, and returned safe home, to sail again almost 
immediately on the same vessel. Some extracts from 
Captain Silshee’s log are of interest in revealing the char- 
acter of the man, when he, for the first time, was in sole 
charge of such an important commission : 


Sea Journal of an intended passag'e and voyage in the Ship 
Herald, myself. Master, from Boston in America, to Batavia in 
the Island of Java, and from thence back to Boston to which 
places God grant us safe and speedy passages, with a prosperous 
voyage at the close. 

Thursday, Sept. 1, 1803. . . . 4 P. M. The ship in sight yester- 
day has continued to gain very fast upon us; she having a 
great advantage over us, being on our quarter, . . . and has 
already fired the guns at us. Thinking it probable she may over- 
take us some time in the night, and perhaps give us more trouble 
or detain us longer than at present, I concluded to heave to 
for her to come up, knowing that she can only detain us a 

* Memoirs of Capt. N. Silsbee. 



sufficient time to overhaul our papers ; at one half past four 
she sent her boat for me to come on board with my papers, 
which request I complied with : the Capt., after looking at my 
papers g-ave me permission to go on b’d my own ship again, but 
his boat being gone for the Capt. of the Sloop which hove too a 
short time before I did, I waited till she returned. When I 
came on b’d my own ship again after requesting the Capt. of 
the Sloop who was bound to Nantucket to report me on his 

Friday, Sept. 30, 1803. At one half past four A. M. was awoke 
by a noise on deck, no knowing what was the cause of it, I 
got up, put on my Great Coat only, and ran immediately on 
deck; at the Companion Way was met by Mr. Webber, who was 
coming to inform us of a mutiny among the People on the 
Forecastle. Thither I immediately repaired, found all hands 
had been on deck abusing Mr. Parsons, the first mate, and had 
struck him; but the Star Board Watch hearing Mr. Webber go 
aft to call me, had fled below before I got forward, and every 
man silent except Daniel M’Coy who had considerable to say. 
I ordered him to his duty till daylight when I inquired the 
cause of the mutiny of Mr. Parsons and Webber, and they re- 
lated to me as follows : Daniel M’Coy being sent up into the 
Fore Top to take in the F. T. Gallt. Steering Sail, being a long 
while up without doing any thing, Mr. P. requested him to make 
more haste and rec’d from him for answer that he should take 
his own time for it, in abusive language ; when he came down 
on deck Mr. P. was reprimanding him for his abuse when the 
Larboard Watch came on Deck and Francis Brown and William 
Livingstone began to advocate said M’Coy’s conduct and abuse 
Mr. P. whereby he was ordered below again but said he would 
not go, and the said William Livingstone jumping upon the 
Booby Hatch struck Mr. P. on the mouth and drove one of his 
teeth through his under lip and cut it very much, then retreated 
below and all the remainder of the Watch followed. . . . At 
daylight had all hands called aft to know the instigation of their 
mutinous conduct but they could say nothing in their own de- 
fence nor no apology for the crime they had been guilty of, but 
I believe it a concerted plan among themselves and has been 
in agitation for some time past. 

Ordered them to their duty again except D. M’Coy and W. 
Livingstone, who I ordered below ; but upon further reflection 
thought I was not doing justice to my self or employees to let 
the said Livingstone go to his duty with impunity after having 
been guilty of so high a crime ; therefore at 8 A. M. had his 



hands tied behind him and secured his feet to the stanchions 
at the break of the Quarter deck, and gave him 3 pints of water 
for the day; said M’Coy I ordered to duty again. . . . At % 
past 8 after Breakfast gave orders to Mr. Parsons to call all 
hands and set them to work repair sails of which we have a 
number that stand in want — which he did, but they one and all 
refused to do their duty while said Livingstone was confined. 
I then ordered them aft to know why they did (not) comply 
with my orders, and then told them, that as to liberating said 
Livingstone I should not till he had received in my opinion 
sufficient punishment ; those that would not go to their duty I 
should consider as Mutineers and confine them also. After 
having considerable to say against the unlawful means as they 
term’d it of punishing said Livingstone, went to their duty but 
very reluctantly and have not heard any more noise since from 
them, have stopped their allowance of grog and taken a sufficient 
quantity of Arms from the Chests into the Cabin to defend 
myself and Officers should they again renew their mutiny ; 
which I think very probable they will do before the passage 
is up. 

Saturday, Oct. 1, 1803. At 6 P. M. gave W. Livingstone his 
liberty again after promising to do his duty and obey the com- 
mands of his officers as a good and faithful Seaman. 

Friday, Oct. 14, 1803. Overhauling Our Bread and stopping 
the holes up in the barrels where the Cock roaches have got in 
and in some barrels have eaten the bread considerable. 

Monday, Oct. 24, 1803. Ends as it began with continuation 
of hard luck and no prospect of better. I am heartsick of such 
a spell of hard Fortune. It being now over 40 days since we 
have had one day’s fair Wind. Expect to grow grey before this 
passage is out, should I live so long. 

Sunday, Nov. 20, 1803. Killed the last pig which we have on 
board. Our live stock is now reduced to the small quantity of 
one doz. fowls only and they are dying daily with the cold 
weather — may God speed the latter part of our passage more 
than the former. 

(On Dec. 3, 1803, Z. F. Silsbee inserts in his log a pencilled 
sketch with the following title, “Appearance of the Island of 
St. Pauls in the Indian Ocean taken on b’d the Herald ; it bore 
S.S.W. 6 leagues distant.”) 

Wed. Dec. 7, 1803. 6 A. M. Simon Johnson was ordered aloft 
by Mr. Parsons but he refused to obey his orders and further 
said he would not g'o for any person on board unless he chose 
it; when I came on deck Mr. Parsons inform’d me of his be- 


From the collections of the Peabody Museum, Salem 



haviour, had him called aft, but he then denied having said 
anything- of the kind ; after threatening him with punishment 
if I heard anything more of his disobedience, sent him to his 

Tues. Dec. 20, 1803. Ends calm, which God grant may be of 
short duration — as I feel very impatient to end this tedious 
passag-e and likewise a very anxious one to me at this moment. 
This flattering weather gives me very unpleasant feelings. 

Jan. 21, 1804. We are now again to take a departure for 
America to which place may God grant us a safe and speedy 
passage with a happy sight of our friends at the end of the 
close of the passage, is the ardent wish of Z. F. Silsbee. 

Feb. 12, 1804. % past 12 P. M. Jonathan Bowers Barker 

Departed this life, being confined for about 13 days with the 
dysentery and fever. — 4 P. M. After the ceremony usual at 
sea of reading prayers had his body committed to the deep. 
(Later two more men died.) 

March 3, 1804. . . . Therefore must grin and bear it though 
it is a very painful task, and it is not this affliction only which 
I have to combat with but a crew of weak sick men, to navigate 
the Ship which causes me more anxiety and much impatience — 
which God grant may be bro’t to as speedy a close as possible. 

Thurs., Mar. 29, 1804. At 5 P. M. the first officer of the 
Herald, Christopher Parsons, died with putrid fever. . . . There- 
fore, at 8 P. M. had his body, with usual ceremonies, committed 
to the sea. 

Sat., March 31, 1804. Increased the people’s allowance of 
water from 2% to 3 quarts per day. 

Sat. Apr. 28, 1804. The man I sent up to loose the sail in 
coming down fell from the Top mast Cross trees athwart the 
rail at the break of the quarter deck and expired in a few 
minutes after without speaking, his body was much bruised 
and the stanchion was broken by his fall. This man Thomas 
Bowe I shipped in Batavia in lieu of a man left there, but has 
not afforded us but very little service till within three weeks 
past on account of sickness. 

In 1807, Zacliariah, with his two brothers, Nathaniel 
and William, had a ship built at Salem, by Retire Bechet, 
which was also christened the “Herald.” It was intended 
that this ship should sail immediately under command of 
Zachariah, but on account of an embargo laid by our gov- 
ernment upon all American vessels engaged in foreign 
commerce the new “Herald” did not leave until the spring 



of 1809, when it was registered at Salem, March 25th, 
and departed for Sumatra with Z. F. Silsbee, master. 
This ship was not as large as the first “Herald,” being 
only ninety-four feet long, with a displacement of 274 
tons, hut its voyages were successful and Zachariah F. 
Silsbee retained its command until 1811. At this time 
he retired from seafaring life and took up that of a 
merchant and owner of vessels, receiving large invoices of 
merchandise from foreign ports. 

On Hov. 7, 1810, he married Sarah Boardman, daugh- 
ter of Francis and Mary (Hodges) Boardman, and their 
family consisted of eleven children, all of whom were horn 
in Salem. The family home was the commodious house at 
11 Pleasant Street, and here Mr. Silsbee resided during 
his long life in Salem. 

Contemporary newspapers and directories give us some 
idea of the services Mr. Silsbee rendered to his native 
city after his retirement from the sea. He is named as 
Director of the Salem Lead Company, Cashier of the 
Commercial Bank, and Trustee of the old Institution for 
Savings, which was located at Humber 4 Central Street; 
also first President of the Board of Directors of the Salem 
Charitable Building Association. He was ever interested 
in the prosperity of Salem and thoughtful for her advance- 
ment. In middle life he devoted his attention to his large 
commercial interests, having associated himself with the 
firm of Stone, Silsbees and Pickman, so long successful 
merchants in Salem. The ancient impost books at the 
Custom House give us an idea of the vast business of this 
company and of what their consignments consisted. Glass, 
currants, wine, pepper, tobacco, iron, molasses, coffee, and 
numerous other articles of commerce were unloaded at 
the wharves and successfully disposed of by Mr. Silsbee 
and his associates. Vessels partially owned by him sailed 
from China, Leghorn, Gottenburg, Liverpool, Java, Ba- 
tavia and Calcutta, bringing tales of strange lands and 
bits of romance interwoven among the valuable cargoes 
with which their holds were loaded. 

Among the Shipmasters who were employed by the 
Silsbees may be noticed the name of Captain Gillis, and 



the Essex Institute has preserved many of his papers, some 
of which are so closely associated with the commercial 
life of Zachariah F. Silsbee and his brothers that it may 
not be amiss to reproduce them here. Captain Gillis was 
the trusted master of the ship “Delphos” and the brig 
“Malay,” and afterwards of the ship “Borneo,” and the 
letters of the firm of Stone, Silsbees and Pickman to him, 
giving instructions as to the disposal of his cargo show 
the very great responsibilities entrusted to him. These 
letters mark the friendly spirit between owner and em- 
ployee, and are free from any touch of suspicion. It is 
refreshing to note the perfect harmony between both par- 
ties and the confidence reposed in each other. 

“Salem, 17 December, 1828. 

“Capt. James D. Gillis: 

“Sir: You will proceed with the Brig Malay under 
your charge as Master & Supercargo, to Padang in Su- 
matra for a cargo of Coffee, which we think you will pro- 
cure there at about six dollars pr. picul. You will prob- 
ably find a large accumulation of Coffee at Padang, in 
which case you should buy it even cheaper than the above, 
as the prices in Europe have been & continue very low. 
But if you cannot do better you may give six & an half 
dollars pr. pecul, all charges on board, including duties 
of all kinds, rather than leave the place. By a late regu- 
lation in Holland, a part of the Export duty in India, 
which has formerly been paid there in cash & returned in 
Holland on landing the cargo there, may now be paid in 
a draft on Holland, which is to be given up on landing 
the cargo there; which saves advancing the money in 

“To complete the purchase of your cargo, should you 
load at Padang, or Java, in addition to the funds you have 
on board, we authorize you to draw on Timothy Wiggin, 
Esq., for an amount not exceeding four thousand pounds 
sterling, or on Messrs. L. J. Martens Mosselman & Co. and 
Messrs. A. Barrow Putnam & Co., Antwerp, one half 
each, for an amount not exceeding fifty thousand guilders 
or part on London & Part on Antwerp, but not to draw 



in all, on both places, a greater sum than £1000 Sterling. 
You will consider a pound sterling equal to twelve and 
one eighth guilders (say 12%) and draw on London or 
Antwerp as you shall find best, calculating from these 
rates, or part on each, if more advantageous, or more 
easily negotiated, for such sum as shall be required to 
complete your cargo, not exceeding the amount herein 
limited, which includes the return duty also. 

“You will remain at Padang long enough to give a fair 
trial to the market, and if you load there, may take what 
hides can be collected, Rattans for dunnage, & Cassia if 
to be had cheap. Take the necessary papers to secure 
the return duty, clear out for Holland & proceed to Ant- 
werp, where we will lodge instructions for you. 

“But if, after satisfactory trial, you cannot load at 
Padang (which however as the object of your voyage, you 
will accomplish if practicable) you will then proceed to 
the native pepper Ports for a cargo of Pepper, which ought 
not to cost over four to four and one half dollars pr. pecul, 
but for which you may pay five dollars rather than not to 
load. You ought to get a large weight in Pepper, & ship 
it dry as possible, with a Pepper cargo return to Gibralter. 

“If you load Pepper & have such information from 
Canton as satisfies you it will be advantageous, you may 
go to Lintin with your Pepper & sell it there, or at Ma- 
nilla, or carry it up to Canton, if you can secure a good 
freight from thence. But probably you would do better 
not to go up to Canton where your expenses would be very 
heavy, but go to Manilla for a return cargo of sugar, 
Hemp, Indigo & Shell, to be brought to this place. At 
Padang if you can get freight for Holland on advantage- 
ous terms, we authorize your taking it in preference to 
drawing bills, if you think best, especially if offer is as 
high as our limits, or bills cannot be negotiated advan- 

“If you cannot load at Sumatra or the Pepper Ports 
within our limits, you may proceed to Calcutta, Siam or 
Manilla, but you will go to Calcutta unless you should 
have any information from the other Ports to induce you 
to prefer them. At Calcutta you will load your vessel 

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In the handwriting of Zachariah F. Silsbee, master, in I 803 

From the log-book of a voyage from Boston to the Island of Java 

Now in possession of the Essex Institute 



principally with Salt Petre, Salted Corn, Hides, some 
Goat Skins, Twine, Gum Copal, Shellac, Ginger, Tumeric 
& other goods. From Siam, sugar is the principal article 
with some shell if to be had. We do not think sugar can 
be calculated to maintain its present prices in Europe or 
this Country. 

“At Calcutta we authorize you to draw for our account 
on Timothy Wiggin Esq., London, for an amount not ex- 
ceeding three thousand pounds sterling, to be invested 
(after reserving sufficient for your cargo if bulky goods) 
principally in Choppas with a little Indigo, if to be had 
of fair quality & not too high prices. We have so little 
expectation of your going from Sumatra that we give you 
only this general instruction, with the memorandum ac- 

“For your services you are to receive in addition to 
your wages Three per cent of the net proceeds of your 
return cargo, whether sold in Europe or this country, any 
return commission to be for our benefit. You will write 
us by every opportunity, use all possible economy & dis- 
patch in your business. 

“In case of accident to Capt. Gillis, the mate, Mr. John 
Nichols will take charge of the Vessel & property & exe- 
cute the instructions. 

“Your Friends, 

“Nath. Silsbee, by 
Nath. Silsbee, Jr. 
Dudley L. Pickman 
Robert Stone 
William Silsbee 
Z. F. Silsbee.” 

Invoice of Merchandise shipt by Nath. Silsbee, Dudley 
L. Pickman, Robert Stone, William Silsbee and Zachariah 
F. Silsbee, on board Brig “Malay,” James D. Gillis, 
Master, for East Indies for Account & risk of the Ship- 
pers, Native Citizens of the United States of America, 
to be consigned to said Master, viz : 3 Chests Opium, No. 1 
44%, 2 45, 3 43%; total, 133Y2 lbs. Opium at $3%, 



$467.25 ; 2 Chests Opium, 140, 142%, total 282% lbs. 
Opium at $3%, $988.75; 30 Barrels Tar, at $2%, $67.50; 
total, $1,523.50. 

Salem, Dec. 17, 1828. 

Nath. Silsbee, by 
Nath. Silsbee, Jr. 
Dudley L. Pickman 
Robert Stone 
William Silsbee 
Z. P. Silsbee. 

Eec. Copy of above 
James D. Gillis. 

Invoice of Specie shipt on Brig Malay, J. D. Gillis, 
Master, by William Silsbee and Zach. F. Silsbee (for their 
children) and Nath. Silsbee, Jr. one third each, bound 
to East Indies and consigned to said Master, viz: 1 Bag 
containing S. pr. Dollars, 180. 

Salem, 17 Dec. 1828. 

William Silsbee, for self 
Zach. F. Silsbee & 

Nath. Silsbee, Jr. 

“Capt. J. D. Gillis. 

“Sir: The invoice above is for acct. of the children of 
my brother Zach, my own children & N. Silsbee, Jr., 
which we shall all feel obliged if you will take under 
your charge & invest in India in any articles you may 
think will yield most profit & dispose of the same in 
Europe, so as to make the most of the adventure. Wish- 
ing you a safe and prosperous voyage, I am your friend, 
&c. “William Silsbee.” 

“Salem, December 18, 1828. 

“Capt. J. D. Gillis. 

“Sir : As we are very desirous that you should complete 
your business at Padang, we authorize you in case you 
cannot load within the limits already given you after fair 
trial of the market, to go as high as seven dollars pr. pecul 
for Coffee all charges on board, including any bill you 
may give to be returned in Holland, intending this price 
to include all charges except your commission provided 



you can negotiate bills to fill up your vessel at about 4/4 
Sterling pr. Spanish Dollars or bills on Antwerp in pro- 
portion, say 2 63/100 guilders per Spanish Dollar, or can 
fill up your vessel with freight on reasonable terms for 
Holland. These are high prices & you are not to exceed 
the cash price given within & about the prices given 
for bills, as we could expect very small profits from these 
rates, which we authorize only to finish your voyage at 

“Your Friends, 

“Hath. Silsbee, by 
Hath. Silsbee, Jr. 
Dudley L. Pickman 
Robert Stone 
William Silsbee 
Z. F. Silsbee.” 

“4/4 on London we consider equal to 2 63/100 guild- 
ers on Antwerp. The limit here given is predicated on 
a return duty of 2 guilders, if it is less you must reduce 
the limit unless you can negotiate your bills to sufficient 
advantage to counterbalance this, in which case you may 
give something more, not to exceed in any event the price 
named in cash and balancing the return duty by gain 
on the bills or good freight to be had to fill up your ship.” 

“Salem, June 16, 1829. 

“Capt. J. D. Gillis. 

“Sir: We hope this may meet you at Antwerp with a 
cargo of Coffee, & that the state of the market will be such 
as to enable you to cause an immediate & profitable sale 
of it. You will, of course, consign the sale of the cargo 
to whichever of the two houses at Antwerp you have nego- 
tiated drafts upon, & if you have drawn upon both Messrs. 
L. G. Martens Mosselman & Co., and Messrs. A. Barrow 
Putnam & Co., you will in such case either consign to 
the two houses jointly or part to each house separately as 
may be most agreeable to them. 

“After delivering the cargo at Antwerp we wish the 
vessel to come directly here, in ballast, unless you can 



obtain freight either at Antwerp or some other Port, for 
a Port in the United States, which you are at liberty to 
do if you find it more to our interest (taking the time & 
expense of obtaining the freight into consideration) than 
to return in ballast. Some vessels did well last year by 
taking Swiss passengers from Havre to Hew York & we 
notice that some vessels have lately gone from Holland 
& Antwerp for Flanders & other Ports on the Western 
Coast of Europe for freights. You will inform yourself 
respecting them, especially the voyage from Havre & avail 
yourself of any thing which promises advantage to us. 

“At Antwerp you will leave your funds in the hands 
of your merchants subject to our order. 

“Yours &c., 

Hath. Silsbee 
Dudley L. Pickman 
Robert Stone 
William Silsbee for self & 
Zach. F. Silsbee.” 

“Capt. James D. Gillis of Brig Malay.” 

“Salem, 31 Aug., 1829. 

“Capt. J. D. Gillis. 

“Sir: Should you go to Leghorn or Genoa with your 
cargo, you will take freight for this country or elsewhere 
at your discretion, from any of the Mediterranean Ports, 
as you shall judge for our interest, or if you cannot get 
reasonable freight for our whole vessel you may take what 
you can get at your port of unloading & if this should be 
Genoa may go from thence to Leghorn to complete your 
loading & we have written to Messrs. John Webb & Co., 
Leghorn, that they may buy six hundred Bales Rags for 
our account on your order if they can get freight to fill 
up the vessel. They have formerly shipped goods them- 
selves & we think will do it now, for their own account, 
to complete your cargo or for part of it, & you will urge 
this on them as condition of your coming for the Rags 
or taking them if you are at Leghorn. They pay no profit 
now beyond a bare freight & indeed hardly that from the 


Painted in colors on a plate by a Chinese artist at Canton about I 820 
From the collections of the Peabody Museum. Salem 



latest sales. Messrs. Webb & Co. we think will be dis- 
posed to do everything in their power for us & we trust 
will give the freight as requested. 

“Sept. 8. Confirming the within, in case you cannot 
get a freight for your vessel or find satisfactory employ- 
ment for her, you may load for account 800 to 1000 Bales 
Bags at Leghorn, as you may judge best, but we should 
prefer your taking only the quantity entered within, 5 or 
600 Bales & freight to fill up. We should like whatever 
Bags are shipped to 1/3 or 3/7 of first quality, & the 
residue in equal proportions of 2d & 3d sorts. You will 
write to the Leghorn House if you are at Genoa immedi- 
ately so as to have no delay as a little time may be re- 
quired for the Bags & of course will keep this part of 
our instructions entirely to yourself. 

“Your Friends, &c. 

“Hath. Silsbee, Dudley L. Pickman, Bobt. Stone. 

“The Balance of funds remit to Tim. Wiggin, Esq., 
London for our acct.” 

“Salem, 5 Sept., 1829. 

“Capt. James D. Gillis. 

“Sir: Since writing you we have accounts from Padang, 
indirectly, which lead us to hope you may load there on 
very favorable terms. In this event considering the sav- 
ing it may make in time & that business here is so very 
dull, we authorize you to return from Antwerp for a 
cargo of Coffee from Padang or the out ports in Java or 
failing those, Pepper from Sumatra. In this case the 
brig should be new coppered if she requires it with best 
copper about as high as she is now & fitted out with as 
much economy as possible for the voyage, taking about the 
same amount of funds (or rather more if you think it 
necessary) & a confirmed credit for sufficient sum to com- 
plete your cargo, to be drawn for by you on London or 
Holland as you find best in India. This credit you can 
obtain we presume, from either of the houses in Antwerp 
& from Mr. Wiggin in London, if necessary, by sending 
him a copy of this letter. 



“Your last voyage this was limited to £4000 sterling 
or 50,000 guilders. About the same might he required for 
this voyage or perhaps something more, should you load 
at Java instead of Padang. With respect to the limits 
for Coffee at Padang, we think those of your last voyage 
about right, considering our last advices from Europe, 
hut you may vary from them a little, with the advice of 
your merchant in Antwerp as prospects there shall author- 
ize when you leave, & the limit at Java should be in pro- 
portion. Failing these, you should go to the Pepper 
Ports & load or go there from Padang, if the prospects 
at Java should be such as to render it best not to go there. 
We are aware that you are not bound to go back on the 
second voyage, but as everything here is very dull we 
think you may be willing to do it. We shall expect your 
compensation to be the same as for your present voyage. 

Your Friends & Owners, 

“Nath. Silsbee, Dudley L. Pickman, Robert Stone.” 

“Old copper is worth here 161/2 cents. You will sell 
it or send it home to us as most advantageous. 

“Your wife & son are well. 

“If you think it an object you may take out a few goods 
for our account at your discretion, also any freight which 
you can obtain. 

“Capt. J. D. Grillis, Care of L. J. Martens Mosselman 
& Co., Antwerp. 

“Care of Messrs. Latham & Gair, Liverpool. 

“Packet, 8 Sept.” 

(Then follows a letter and memo, of prices from L. J. 
Martens Mosselman & Co., dated Antwerp, Oct. 17, 1829, 
concerning prices of Coffee, Sugar, Indigo, Cotton, To- 
bacco, Rice, Logwood, Fustic, Hides, Pepper, Ashes, and 
Whale Oil.) 

“Capt. Brig Malay, 
“Gibraltar : 

“Marseilles, 21 Nov. 1829. 

“Sir: Being informed of you being expected at Gib- 



raltar from the coast with a cargo of Pepper, & having 
last year disposed of the cargo of the ship “Friendship,” 
Capt. J. H. Davis, belonging to your owners, Messrs. 
Silsbee, Piekman & Stone of Salem, to their approbation, 
we consider ourselves bound to wait on you with such 
information on the article as the situation of our mkts. 
affords, to govern you in the selection of your market in 
the Mediterranean. For some years past the greater num- 
ber of the Pepper ships coming into this sea have been 
to Marseilles and chiefly to us, and it is highly gratifying 
to us to be able to add, with satisfactory results to the 
concerned. During the present season we know of only 
three that have come in to the Mediterranean. The brig 
‘Mexican,’ so far back as the month of August with 3300 
piculs to us and lately the ship ‘William & Henry’ at 
Leghorn and ‘Friendship’ to Trieste. 

“The very early arrival of the former carrying with 
it an impression that numerous ones would follow and the 
stock in second hands hanging over from last year’s im- 
portations were much against it, and we were obliged to 
let it go at 7 dols. p. lb. disct. 30%, rendering something 
short of 5 cents per English lb. The case is now, how- 
ever, different, the second hand stock much reduced and 
the lateness of the year rendering heavy further supplies 
much less probable, we have little doubt of obtaining per- 
haps better but at least equal to 5 cents p. lb. Nett. Eng- 

“At all events we beg to assure you what we believe 
our worthy friends, Messrs. Hill & Blodget, through 
whose medium we do ourselves the pleasure of transmit- 
ting this to you, will unhesitatingly confirm, that if you 
come up here to avail of our services every exertion will 
be made on our part to obtain the most favorable results 
possible, meantime, We are Kespectfully, 

“Tour Very Obedt. Servts. 

“Fitch Bros. & Co. 

“Capt. of the Brig Malay. 

“Care of Messrs. Hill & Blodgett, Gibralter.” 

Invoice of Merchandise shipt on board Ship Delphos, 



J ames D. Gillis, Master, on his account and risque, bound 
for Sumatra. 

1 Box Cotton Handfs. $250. 

1 Box Gold Rings & 2 Chains 100. 

39 Doz. Cotton Hankfs. 190. 

8 pieces French Print 4/4 wide 85. 

An invoice of Tobacco 175. 

4 crates Crockery Ware 120. 


Salem, Oct. 12, 1830. 

James D. Gillis, 

Insured at Oriental Office for $950.00 
{To be continued.) 

Formerly the Emperor of Russia’s yacht, built in I 850 


And the Effect of Land and Water Transportation 
On the Confederacy. 

By Francis B. C. Bradlee. 

( Continued from Volume LX, page 372.) 

He found that she had no clearance papers or register, 
such as must be carried by a ship in good standing; her 
cargo consisted of 1G00 bales of cotton and 500 barrels 
of resin. Besides a crew of over 50 men, the “Memphis” 
carried the usual Confederate mail bags, several passen- 
gers, including a well-known Charleston pilot who was 
going out to bring in another blockade runner. 

The “Memphis” proved to be a brand-new iron screw 
steamer, 1,038 tons gross, built at Dumbarton, Scotland. 
She measured 236 feet long, 31 feet beam, and was pro- 
pelled by a set of inverted direct-acting engines having 
two cylinders each 44 inches in diameter, 36 inches stroke. 
At her sale by the U. S. marshal, the Navy Department 
bid her in and transformed her into a man-of-war ; soon 
after she was placed on blockading duty and succeeded 
in capturing several of her whildom friends. When the 
Navy was reduced at the close of the war, the “Memphis” 
was acquired by William F. Weld & Co. of Boston, who 
renamed her the “Mississippi,” and ran her for many 
years as a passenger and freight steamer on their Mer- 
chants Line between New York and New Orleans. In 
the 1880’s she plied between Boston and the Azores, as 
the property of Henry F. Hastings & Co. of the former 
city who finally sold the old steamer to the Oregon Im- 
provement Co. 

On May 21st, 1862, U. S. Consul Dudley at Liverpool, 
in a dispatch to the State Department,* reported the fol- 
lowing additions to the blockade running fleet : “ . . . The 
‘Julia Usher,’ alias ‘Annie Childs,’ is taking on today 
20 complete fieldpieces. Her cargo will be very valuable. 
. . . The ‘Rosalind,’ ex ‘Princess Royal,’ now loading 
with goods and munitions of war by Fraser, Trenholm 

* Official Naval Records of the Civil War, Series I, Vol. 7, 
pp. 464-65. 



and Co. for the rebel government. Captain Wallace will 
command her, and she will clear for Nassau; 190 tons.” 
Owing to many changes in the names of the blockade 
runners, their history is a most difficult matter to trace, 
but it is believed that the ‘Princess Royal’ before men- 
tioned (an iron steam propeller) was the same vessel that 
was chased and finally run ashore near Charleston, Janu- 
ary 29th, 1863, by the U. S. S. “Unadilla,” Commander 
Quackenbush. The “Princess Royal” was then four days 
out from Bermuda, loaded with rifled guns, small arms, 
ammunition, steam engines for the Confederate ironclads, 
etc. This cargo alone was valued at $360,000, yielding 
large sums in prize money to the officers and crew of the 
“Unadilla.” It was a well-known fact that the various 
commanders of the blockading fleets acquired handsome 
fortunes by means of captured prizes. Other valuable 
blockade runners taken were the “Cambria,” “Lodona” 
and “Stettin,” whose ladings were appraised at $191,000, 
$246,000, and $226,000, respectively.* In some respects 
the Confederates had advantages superior to the Union 
cause. The markets of Europe were glutted with rifled 
guns and engines, and almost all the blockade runners 
carried rifled field guns for the Confederacy, while the 
conservative War and ISTavy Departments of the Uorth 
felt it due to the people that all the implements of war 
should be made at home. The result was that the Con- 
federates at an early stage of the war had their forts 
partly armed with heavy rifled guns, while in the United 
States Uavy a rifled gun was an exception.! 

It was plainly to be seen that, as long as blockade run- 
ning continued, the task of putting down the Confederacy 
was greatly increased, and it could only he prevented by 
the untiring energy and watchfulness of the Uavy, incited 
somewhat by the hope of prize money, which is a great 
incentive to extra exertions in time of war, both to officers 

* Leaves From a Lawyer’s Life Afloat and Ashore, by Charles 
Cowley, Judge Advocate of U. S. South Atlantic Blockading 
Fleet, p. 84. 

f Naval History of the Civil War, by Admiral D. D. Porter, 
U. S. N., p. 368. 


and men. There was plenty of timber in the South, and 
the Confederates could and did build vessels as fast as 
Perry did on Lake Erie, hut they could not construct 
engines of the kind they required. 

The British merchants who went into blockade running 
with such alacrity, probably never dreamed of the facility 
with which the United States Government could equip a 
large number of vessels exactly calculated to run down 
and capture their own. Blockade runners were taken in 
large numbers and the vessels and cargoes condemned by 
our Admiralty Courts without protest from the British 

There was yet another factor that the mercantile classes 
in Great Britain had not taken into account, — the watch- 
fulness and energy of the American naval officers, who were 
ever on the alert, and would either run the blockade run- 
ners off the coast, or upon the beach, where they would 
fall into Federal hands, often with their cargoes in per- 
fect order. This was the case with the “Princess Royal,” 
which was floated off without sustaining the least injury, 
and was fitted up by the Wavy Department as a gunboat 
and performed great service, under Commander M. B. 
Woolsev, at the capture of the forts at Donaldsonville, 

The United States consul at Glasgow sent a dispatch 
to the State Department, dated May 16th, 1862,* and 
giving the following information regarding blockade run- 
ners fitting out at that port : “Three steamers, built of 
iron, and all swift, crack boats, are now ready to sail 
from this port for the purpose of running the blockade. 
They all go by the way of ports in the West Indies, and 
though not one carries out her cargo from here, they will 
all be laden chiefly with arms and ammunition. They have 
all been clandestinely fitted out 40 miles below here, at 
the ports of Greenock and Dumbarton at the mouth of 
the Clyde. 

“The first is the new iron steamer ‘Columbia,’ of about 
1000 tons burden. She cleared from here yesterday for 

* Official Naval Records of the Civil War, Series I, Yol. 7, 
p. 465. 


Hamburg ostensibly, carrying only coals and eight guns. 
She may sail directly for the Southern coast, but from all 
the information I have been able to collect, she goes to 
Hamburg for cargo and thence on her contraband mission. 

. . . The second is the ‘Leopard,’ of about the same size 
and tonnage, a swift side-wheel boat. She sailed yester- 
day also, for Cardiff, where she is to take in her contraband 
cargo. . . . Her captain told one of my spies that he 
was bound for Charleston. . . . The third is the ‘Adela,’ 
of about the same size as the others. She has cleared 
for Liverpool in ballast.” 

Among other well-known blockade runners was the iron 
paddle steamer “Peterhoff,” formerly the Emperor of 
Russia’s yacht. Her capture, while bound from England 
to Matamoras, via Havana, resulted in a very pretty “dip- 
lomatic incident” between the United States and Great 
Britain. The “Peterhoff” sailed from London for the 
mouth of the Rio Grande river (Matamoras) in January, 
1863, and was captured on February 25th, when off the 
island of St. Thomas, by the U. S. S. “Vanderbilt,” for- 
merly the well-known ocean steamer #f that name, pre- 
sented by her owner, “Commodore” Vanderbilt, to the 
Government. The blockade runner’s cargo was an un- 
usually valuable one, consisting of thirty-two cases of 
artillery harness, a large quantity of boots, eighty bales 
of blankets, large quantities of iron, steel, nails, leather 
and drugs, including 1000 pounds of calomel, large quan- 
tities of morphine, 265 pounds of chloroform, and 2640 
ounces of quinine. In the bills of lading covering the 
freight it was specified that the same was destined for 
Matamoras, and to be taken from alongside the ship at 
the mouth of the Rio Grande. The agents of the “Peter- 
hoff” had issued a circular quite openly the previous No- 
vember, notifying their friends desirous of shipping goods 
to the Confederacy, that they would despatch a vessel to 
the Rio Grande about December 1st. After her capture 
the “Peterhoff” was taken into the United States service 
and sunk by collision off the coast of North Carolina on 
March 6th, 1864. 

Most of the blockade runners carried mail bags, and 

From a photograph in the collection of F. B. C. Bradleo 



apparently until the above date, in the event of the ves- 
sel’s capture they had been forwarded to their destination 
unopened. In the case of the “Peterhoff,” however, the 
mail bag and its contents were opened and inspected by 
the U. S. Admiralty Court, resulting in a vigorous protest 
by Lord Lyons, the British Minister at Washington, for 
the blockade runner was under the English flag when cap- 
tured. The quarrel dragged on at great length, and Mr. 
Welles, then Secretary of the ISTavy, expressed his opinion 
of the case as follows, in his famous Diary:* 

“Wrote Seward a letter on the subject of captured mails, 
growing out of the prize ‘Peterhoff.’ On the 18th of 
August last I prepared a set of instructions embracing 
mails, on which Seward had unwittingly got committed. 
The President requested that this should be done in con- 
formity with certain arrangements which Seward had 
made with the foreign ministers. I objected that the in- 
structions which Mr. Seward had prepared in consulta- 
tion with the foreigners were unjust to ourselves and 
contrary to usage and law, but to get clear of the difficulty 
they were so far modified as to not directly violate the 
statutes, though there remained something invidious to- 
wards naval officers which I did not like. 

“. . . Ultimately, however, the circular containing 

among other matters these instructions, by some instru- 
mentality got into the papers, and the concessions were, 
even after they were cut down, so great that the English- 
man complimented the Secretary of State for his liberal 
views. . . . Mr. Seward, on the 30tli of October, wrote 
me a supercilious letter, stating it was expedient our naval 
officers should forward the mails captured on blockade 
runners, etc., to their destination as speedily as possible, 
without their being searched or opened. 

“The tone and manner of the letter were supercilious 
and offensive, the concession disreputable and unwarrant- 
able, the surrender of our indisputable rights disgraceful, 
and the whole thing unstatesmanlike and illegal, unjust 
to the ISTavy and the country, and discourteous to the 

* Diary of Gideon Welles, Yol. I, p. 269. 


Secretary of the Havy and the President, who had not 
been consulted. . . . He (Seward) said his object was 
to keep the peace, to soothe and calm the English and 
French for a few weeks. Lord Lyons now writes very 
adroitly that the seizure of the ‘PeterhofF mails was in 
violation of the order of our Government. . . . He makes 
no claim for surrender by right, or usage, or the law of 
nations, but it was by the order of our Government to 
the Secretary of the ISTavy. . . . Acting Rear Admiral 
Bailey has acted strictly in accordance with the law and 
his instructions in the matter of the ‘Peterhoff’s’ mail.” 

It is believed that it was settled that the mails captured 
in blockade runners were part of the prize, and so not to 
be forwarded. 

Several ^former transatlantic liners became blockade 
runners, and one of them, the “Circassian,” was caught 
and eventually became a United States cruiser. The “Cir- 
cassian,” an iron screw steamer of 1750 tons gross, barque 
rigged and heavily sparred, was built by Mare and Co. 
on the Thames river (England) for the General Screw 
Shipping Co. to ply between British ports and Australia. 
This company failed and the “Circassian” then became 
the property of the heavily subsidized but ill-fated Galway 
Line, promoted to connect Galway, Ireland, with St. 
Johns, 1ST. F., Boston and Hew York. In 1864 this ven- 
ture also went under, hurting the purse and reputation 
of everyone connected with it, but they had evidently sold 
the “Circassian” some time before, for on May 4th, 1862, 
she was captured off the Cuban coast while on a blockade 
running voyage from Havana to Matamoras. 

Her captor was the U. S. S. “Somerset,” in charge of 
Lieutenant-Commander Earl English, who took the “Cir- 
cassian” into Key West, where she was condemned by the 
prize court, and sold on Hovember 8th, 1862, to the 
United States ISTavy Department for $107,000. The “Cir- 
cassian” was then taken to Hew York and fitted out as 
a transport and supply vessel to cruise between Horthern 
navy yards and Galveston, Texas, supplying the vessels 
of the various squadrons. She was classed as a “4th rate,” 
and carried a battery of four Dahlgren smooth-bore IX- 



inch guns, one 100-pounder Parrott rifle gun, one 30- 
pounder Parrott rifle, and a rifled 12-pounder. 

On December 12th, 1862, the “Circassian” was placed 
in commission, commanded by Acting Volunteer Lieu- 
tenant W. B. Eaton, and sailed on her first trip four days 
later. While on her third trip, on June 16th, 1863, she 
captured the sloop “John Wesley,” with a cargo of cotton, 
and on December 9th of the same year captured the Brit- 
ish blockade runner, steamer “Minna,” having on board 
a most valuable freight of arms and ammunition. The 
“Circassian” convoyed this prize to Boston, arriving there 
on December 17th. During the rest of the war she con- 
tinued her trips as a supply vessel, and in June, 1865, was 
auctioned off in Boston for $71,000. 

Another former transatlantic liner engaged in blockade 
running was the iron paddle steamer “Pacific,” of 1270 
tons gross, having oscillating engines of 1000 indicated 
horsepower. She had been built in 1854 by the famous 
Scott Russell, at his Millwall yard, near London, and was 
at that time one of the few steamers capable of steaming 
13 knots an hour. The “Pacific” was originally intended 
for the Australian coasting trade ; whether she ever 
reached that part of the world is unknown, but in the late 
1850’s and early 60’s she belonged to the unfortunate 
Galway Line previously mentioned. In a report dated 
August, 1862,* on blockade runners frequenting Nassau, 
sent by Commander Guert Gansevoort, U. S. N., to the 
Secretary of the Navy, the former describes the “Pacific” 
as a “large, fast and very fine vessel.” 

The first outward cargo sent from Charleston through 
the blockade, was the steamer “Ella Warley,” formerly the 
“Isabel,” with a full cargo of cotton to Nassau. This 
venture was made by John Fraser and Co., one of the 
leading mercantile houses in Charleston, and its success 
demonstrated the possibility of sending out cotton to pay 
for arms, ammunition and general supplies. For several 
years prior to the war the “Isabel” had run between 
Charleston, Key West and Havana as a mail steamer, 

* Official Naval Records of the Civil War, Series I, Vol. I, 
p. 413. 


receiving a postal subsidy of $60,000 per annum from tbe 
United States Government. 

These blockade running ventures involved large invest- 
ments of capital, and required skill, courage and tbe best 
seamansbip for success. It was estimated that between 
two hundred and two hundred and fifty “runners” were 
engaged in this service at Charleston and Georgetown, 
S. C., Wilmington, U. C., and Galveston, Texas.* 

The following list, while perhaps somewhat dry read- 
ing, will be found valuable in years to come by students 
of Civil War history, showing as it does the name of every 
blockade runner which ran in or out of Charleston, to- 
gether with the name of the captain and owner. From 
this list it will be seen that an immense capital was in- 
vested in the business, and to what an extent the Confed- 
eracy was benefited. 

Names Owners Captains 

Steamer “Gordon” J. Fraser and Co. — T. J. Lockwood 

Steamer “Antoniea” J. Fraser and Co. — L. M. Coxetter 

Steamer “Margaret and Jessie” 

J. Fraser and Co. — R. W. Lockwood 

Steamer “Pet” 

Steamer “Calypso” 

Steamer “Ella and Annie” 
Steamer “General Moultrie” 
Steamer “Hattie” 

Steamer “Fox” 

Steamer “Badger” 

Steamer “Leopard” 

Steamer “Lynx” 

Steamer “Presto” 

Steamer “Sumter” 

Steamer “Rattlesnake” 
SteameT “Colonel Lamb” 
Steamer “Hope” 

Steamer “Ruby” 

Steamer “Let Her Be” 
Steamer “Let Her Rip” 
Steamer “Republic” 

Steamer “Nina” 

A. R. Chisholm and Co. — Foley 

Consolidated Co. — Black 

Bee Co. — Carlin 

Ravenel and Co. — H. Tilton 

Collie and Co. — H. S. Lebby 

J. Fraser and Co.— Brown 
J. Fraser and Co. — D. Martin 

J. Fraser and Co.: — Peck 
J. Fraser and Co. — E. C. Reid 
J. Fraser and Co. — J. Horsey 
J. Fraser and Co. — E. C. Reid 

W. G. Crenshaw — Vzini 

J. Fraser and Co. — T. J. Lockwood 
J. Fraser and Co. — Wm. Hammer 

Collie and Co. — A. Swasey 
Chicora Co. — H. Holgate 
Chicora Co. — A. O. Stone 

J. Fraser and Co. — F. M. Harris 

Ravenel and Co. — Relyea 

*Year Book of the City of Charleston for 1883, p. 557. 





Owners Captains 



Bee Co. — Egan 



J. Fraser and Co. — A. Swasey 



J. Fraser and Co. — T. J. Lockwood 



Confederate States Govt. — Porcher 


“General Whiting” 

Consolidated Co. — S. Adkins 



Cobia and Co. — J. Johnson 



J. Fraser and Co. — Pegram 



J. Fraser and Co. — J. N. Maffitt 



J. Fraser and Co. — H. Holgate 



J. Fraser and Co. — T. J. Lockwood 



Bee Co. — D. Dunning 



Bee Co. — Kennedy 



Bee Co. — C. Barkley 



Collie and Co. — Lockwood 



Collie and Co. — I. Davis 



Palmetto C'o. — H. Tilton 






J. Fraser and Co. — F. M. Harris 



Collie and Co. — Speed 



Collie and Co. — Randall 






T. Moore 





“Stonewall Jackson 




M. Murray 



Cobia Co. — Swan 



Cobia Co. — J. Johnson 


“Prince Albert” 



D. Martin 








“Big Scotia” 



“Little Scotia” 



“Little Hattie” 


“General Clinch” 

















Confederate Govt. — J. N. Maffitt 


“Little Ada” 



Owners Captains 

Steamer “Jupiter” 
Steamer “Falcon” 

Ship “Emily St. Pierre” 

J. Fraser and Co. — Wilson 

Brig- “Jeff. Davis” 

Hall and Co. — Coxetter 

Barque “Etiwan” 

J. Fraser and Co. — J. Stephens 

Brig “West Indian” 


Schooner “Beauregard” 


Schooner “Sallie” 


Schooner “E. Waterman” 


Schooner “Savannah” 


Schooner “Dixie” 

T. Moore 

Schooner “Major E. Willis” 

W. M. Hale — W. M. Hale 

Schooner “Kent” 

W. M. Hale— W. M. Hale 

Schooner “Ben” 
Schooner “Palmetto” 

A. Swasey 

Schooner “J. W. Ladson” 

Mordecai and Co. — Stone 

Sloop “Swallow” 

Adams and Willis — C. Gould 

Pilot Boat “Petrel” 

Perry — Perry 

Pilot Boat “Charleston” 

William Hone — William Hone 

Pilot Boat “Chicora” 
Pilot Boat “Leitch” 
Pilot Boat “Pride” 

Street and West — T. Bennett* 

The fate of the large proportion of the vessels named 
in this list may be inferred. Some succumbed to the 
perils of the deep, some were run ashore and wrecked 
to avoid capture, some became prizes to the United States 
fleet. Many of the blockade runners ran into four differ- 
ent ports, and it may be added that a number of them 
made from six to eighteen voyages. It was rare that a 
craft was captured on her first trip, and it could he quite 
safely figured that she would make two trips, and this 
generally paid for her cost and expenses and left a hand- 
some profit in addition. A large British iron screw steamer, 
the “Southerner,” plied regularly between ISTassau and 
Liverpool, in connection with the blockade runners. 

The “Ella and Annie,” Capt. Frank U. Bonneau, was 
one of the most successful “runners” of the war, and paid 
her owners ten times over. The following thrilling story 

* Year Book of the City of Charleston for 1883, pp. 558-59. 




of a trip on her through the Federal fleet is taken from 
an account written to and furnished by Dr. James Sprunt, 
the well-known historian of Wilmington, 1ST. C., to “The 
Orphan’s Friend and Masonic Journal,” of Oxford, N. C., 
in its issue of February 18th, 1921 : 


Told by a Passenger on the “ Ella and Annie.” 


Something like a twelve month ago the writer had the 
pleasure of giving The Orphan’s Friend a review of a 
most amiable book by Dr. James Sprunt of Wilmington, 
with the title “Derelicts,” its theme being the great and 
thrilling adventures of “Running the Blockade” during the 
War between the States. Dr. Sprunt is good enough to 
set much store by the writer’s stories in The Orphan’s 
Friend. It is unnecessary to say the praise from him is 
praise indeed. Now Dr. Sprunt writes as follows: 

“My friend Capt. W. N. Mitchell, of Atlanta, Ga., has 
been corresponding with me lately with reference to the 
‘Ella and Annie,’ one of the blockade runners, and I sug- 
gested that he write his experiences and have them pub- 
lished, supposing he would send his manuscript to an 
Atlanta paper. He has, however, sent me both his ac- 
counts of the blockading and also the cuts for the illus- 
tration. Since his article appears to have some matter 
of interest for juveniles, I am sending it with the cuts 
to you for The Orphan’s Friend. Here is the letter 
referred to: 

“My dear Mr. Sprunt: The thought is expressed by 
you that there may he living today, in Wilmington or 
the surrounding territory, some who recall the stirring 
days of the blockade-running out of the port of Wilming- 
ton, and you requesting that I write my experiences and 
observations in running the blockade. As we advance in 
life and approach nearer to the great divide, our recellec- 
tions of our childhood come before us more vividly than 
occurrences of the past few years. 

“When I ran the blockade I was a very small boy, but 
with eyes closed and a draft on memory, I can recall as 


distinctly as if it occurred a month ago every incident 
connected with that wonderful voyage between Wilming- 
ton and Bermuda. I had three brothers in the Confed- 
erate Army, one of whom was killed at Gaine’s Mill and 
one died of camp fever. In the spring of 1863 my mother 
received a communication, through the lines, from my 
brother-in-law in Mew York, that my eldest sister, his 
wife, was desperately ill, and urging my mother to come 
to Mew York. My two sisters in Virginia were married 
at their homes, and after mature thought, my mother 
decided to take my brother, two years older than myself, 
and me, and try and reach Mew York. Mr. Randolph, 
at that time Secretary of War of the Confederacy and who 
was a friend of our family, gave permit for us to leave 
the Confederacy and go to some point in the possessions 
of Great Britain. 

“The late Mr. John E. Dove, Secretary of the Grand 
Lodge of Masons, furnished my mother with a letter, 
officially stamped from the Grand Lodge of Virginia, stat- 
ing that she was a widow of a Past Grand Master and 
Grand Treasurer of Virginia, calling for the attention of 
all Masons, should help be necessary. I remember that 
we left Richmond and traveled down to Wilmington in a 
cheap, poorly lighted and poorly heated car, all the rail- 
roads had at that date, and arrived at Wilmington on a 
Saturday morning, stopping at the old Purcell House. 

“We had arranged for passage on the blockade runner 
‘Ella and Annie,’ which was under the command of Capt. 
Frank M. Bonneau. We were to sail the nest day, and 
did, it being the last Sunday in July, 1863. I can see 
before me now the old wooden shed on the wharf to which 
was tied this boat. Mother and my brother and I went 
aboard and had the kindly courtesy of two gentlemen from 
Richmond, Messrs. Pemberton and Marshall, who were 
going out to Bermuda as representatives of the Confed- 
erate government. The boat was loaded with cotton, every 
space taken up with bales, some even being in the cabin, 
and I was told that in the hull of the boat a few barrels 
of oil had been scattered, with a fuse connected, so that 
in case of capture the boat could be run aground and 



burned to keep the valuable cargo from the hands of the 

“In the afternoon we dropped quietly down to the mouth 
of Cape Fear River. The ‘Ella and Annie’ was a side- 
wheel steamer, and suspended from the cover of the wheel 
to the water and weighted down, was canvas to deaden 
the sound of the revolutions of the wheel. Shortly after 
dark had settled down, I remember Captain Bonneau, a 
splendid, handsome, courtly gentleman of about 30, say- 
ing to either Mr. Marshall or Mr. Pemberton that the 
time had come and they were going to ‘make the break.’ 

“I was, with all my boyhood’s enthusiasm, excited and 
without any comprehension of the awful danger we were 
in. My mother was lying down in the cabin, which, as 
I remember, was a beautiful one, and we were all allowed 
the privilege extended by Captain Bonneau to go on deck. 
There was but one light on the boat, and that was the 
lamp on the wheel-house, shaded with a cover so that the 
rays could not be seen outside. In a little while the 
wheels began to revolve and we started on the great ad- 
venture. Before we had gone very far, I saw a sky-rocket 
go up, followed by some other lights, and Captain Bon- 
neau, I well remember, said to the man at the wheel, ‘We 
will go right through them at full speed.’ I have since 
been told by Mr. Marshall, who is dead now, and who 
after the war kept a hat store in Richmond, and Mr. 
Pemberton of Richmond, that the boat rushed through 
the water for hours at full speed with all the steam she 
could carry. 

“I went below and found my dear mother seasick, and 
in a few minutes I was also overcome, but the next morn- 
ing before sunrise, with the wonderful excitement of the 
adventure, I was awake and ran up on deck. There was 
a haze over the entire ocean, and I heard Capt. Bonneau 
say, ‘There is still danger, for when the fog lifts we may 
be within sight of a Yankee gunboat.’ But when the sun 
came out, it was a beautiful day and not a sail or vessel 
could be seen. We then made direct for Bermuda, and 
I vividly recall the first sight of those beautiful islands. 
There was no Yankee boat anywhere near, and we sped 


on and dropped anchor in the harbor of St. Georges. You 
can imagine the fascination of a boy, knowing he was 
absolutely safe, in watching the bumboat women paddle 
their canoes around our steamer, offering for sale their 
tropical fruits. 

“In a little while we landed at the wharf, and went 
at once to the office of the Confederate agent, Mr. ISTorman 
Walker. And now let me tell of a singular coincidence. 
Mr. Walker was from Richmond and was a friend of our 
family. He was also brother-in-law of the late Hon. Peter 
J. Otey, member of Congress from Virginia, and at that 
time was on the stafE of General Early, and was unmar- 
ried. Major Otey later married a Miss Eloyd, the niece 
of Governor Floyd of Virginia, and his firstborn was a 
Miss Mary Otey, who is now my wife. How little could 
I, a small boy landing in the office of the Confederate 
agent, have thought that some day I would grow up and 
marry his niece. 

“Another singular coincidence of the trip: In the office 
with Mr. Walker was a gentleman I did not know, but I 
remember his talking to me. Some years ago this gentle- 
man was traffic manager of the old Richmond & Danville 
Railroad, and I was at his home, talking about this voy- 
age on the ‘Ella and Annie’ and the arrival at Bermuda. 
He said, ‘I remember very well when your mother and 
brother landed. I was in Mr. Walker’s office, I also being 
an agent of the Confederate government.’ This gentle- 
man was Mr. Sol Haas, who is still remembered by many 
in Wilmington, and who married a lady from Horth Caro- 
lina, a Miss Cowan. 

“As we had to wait about ten days for the steamer to 
carry us to Halifax, Hova Scotia, we went to Hamilton 
and stayed there, it being more pleasant than the little 
seaport town of St. Georges. We finally took passage 
on a British mail steamer, the ‘Alpha,’ and sailed away 
for Halifax. To show how early impressions last, I had 
gotten over my seasickness, as I thought, and went down 
to dinner. I remember it as if it was yesterday. The 
steward brought in an immense boiled leg of lamb, with 
cream sauce and little green capers on it. I looked at it 



and then upstairs I fled to the rail of the boat, and to this 
day I have never been able to see or view with impunity 
a boiled leg of lamb with caper trimmings. 

“Only one incident happened on the voyage from Ber- 
muda to Halifax, and this was that one day we saw an 
immense ship bearing down on us under full head of sail, 
and the captain remarked that he thought it was a United 
States man-of-war. She came nearer and nearer and we 
got closer and closer together. Our captain ran up the 
British flag, and in return I saw a ball roll rapidly up 
the mast and suddenly break out into the sunlight. We 
were so close we could see the uniformed men on board. 
How I was a little Confederate boy and had just come 
from the Confederacy, hut I remember as a little boy in 
a boy’s soldier company that I, when at the head of the 
company, had formerly carried that flag. My dead 
mother has often said that I ran to her and said, ‘Look, 
Ma! there’s our flag!’ I have never forgotten it, and I 
have become more and more loyal to that flag and more 
and more imbued with Americanism, loyalty to that flag 
and allegiance to my country. My wife and I offered 
gladly and willingly our only child to the service of his 
country in the last great war. He went to France, and 
thank God came back safe and sound. 

“We left Halifax by a Cunard steamer, and went to 
Boston, where my brother-in-law met us, and we took the 
train for Hew York. The first morning in Hew York, 
seeing the enormous crowds passing down Broadway and 
Fifth Avenue, I remarked to my mother and brother-in- 
law, ‘Did you ever see so many men in your liip.’ And 
as I think over that and think of the great wealth, the 
millions of Europe to draw on for enlistments, what a 
wonderful heritage of self-sacrifice and bravery our an- 
cestors in gray have left, and to think that for four years 
they almost fought the world. Cut off from all supplies, 
poor boys, many times half naked and hungry, the only 
source of supplies, medicine for the sick, surgical instru- 
ments for the wounded, was by means of that heroic band 
of blockade runners. All honor to them, and wherever 
they are under the sod, tread lightly, Southern men and 


Southern women, as you pass that sacred spot, and drop 
a flower on the grave, kneel in a little prayer and bend 
the head with pride that the good God gave to our fair 
Southern land such noble, brave and adventurous spirits 
that were working for the honor of their section. 

“The daguerreotype of Captain Bonneau from which 
this picture is made, was, I am told by his son in Charles- 
ton, taken in 1863, the very year he ran the blockade. As 
you know, Captain Bonneau died a few years ago in 
Charleston, over 80 years of age. The picture of the 
‘Ella and Annie’ was made from a painting of her which 
is in the ISTavy Department, through the courtesy of that 
department. As you so vividly recite in your book, she 
was captured by Commander Breck of the Siphon,’ and 
was converted into a Yankee gunboat, the ‘Malvern,’ and 
in the Navy Department is a water-color of the ‘Malvern.’ 
As you know, in the Navy Department are paintings of 
every war vessel ever owned by the United States. When 
this picture was taken it bore the flag of the United States, 
hut I have had that painted out and at her stern flies the 
Confederate colors, just as they flew that Sunday in July 
when we ran the blockade. 

“W. N. Mitchele.” 

Many of the blockade-running captains were, however, 
in a great degree removed from Captain Bonneau in cour- 
age, skill, or resourcefulness, resulting in the capture of 
their various vessels when in some cases escape was pos- 
sible. Then again, among the Southern coastwise skip- 
pers, who were naturally given commands, very few pos- 
sessed a knowledge of navigation by observation. While 
these men were excellent practical seamen, they had in 
their former trade depended wholly upon the method of 
“time and courses” for getting from one place to another. 
A ludicrous incident arising from this state of things hap- 
pened to Commodore M. E. Maury, C. S. N. (the cele- 
brated hydrographer) and his aid, Midshipman James 
Morris Morgan. The latter relates it as follows, in his 
inimitable book:* 

* “Recollections of a Rebel Reefer,” by James Morris Morgan, 
pp. 99-100. 

Afterward the U. S. S. " Malvern 



11 . . . On the night of October 9th, 1862, we made an- 
other attempt to get through the blockade. (Commodore 
Maury had been given an important European mission by 
the Confederate government.) All lights were out except 
the one in the covered binnacle protecting the compass. 
. . . Captain Coxetter, who commanded the ‘Herald/ had 
previously commanded the privateer ‘Jeff Davis/ and had 
no desire to be taken prisoner, as he had been proclaimed 
by the Federal government to he a pirate and he was doubt- 
ful about the treatment he would receive if he fell into 
the enemy’s hands. 

“He was convinced that the great danger in running 
the blockade was in his own engine-room, so he seated 
himself on the ladder leading down to it and politely in- 
formed the engineer that if the engine stopped before he 
was clear of the fleet, he, the engineer, would be a dead 

“As Coxetter held in his hand a Colt’s revolver, this 
sounded like no idle threat. . . . We safely bumped our 
way across the shallows, and, plunging and tossing in the 
gale, this little cockleshell, whose rail was scarcely five 
feet above the sea level, bucked her way toward Bermuda. 

“Bermuda is only 600 miles from Charleston; a fast 
ship could do the distance easily in forty-eight hours, 
but the ‘Herald’ was slow: six or seven knots was her 
speed in good weather and eight when she was pushed. 
She had tumbled about in the sea so much that she had 
put one of her engines out of commission and it had to 
be disconnected. . . . On the fifth day the weather moder- 
ated and we sighted two schooners. To our surprise, Cap- 
tain Coxetter headed for them and, hailing one, asked for 
their latitude and longitude. The schooner gave the in- 
formation, adding that she navigated with a ‘blue pigeon’ 
(a deep-sea lead), which, of course, was very reassuring. 

“. . . Captain Coxetter* had spent his life in the 
coasting trade between Charleston and Florida ports, and 
even when he commanded for a few months the privateer 
‘Jeff Davis/ he had never been far away from the land. 

* After the war, Capt. Coxetter for many years commanded 
steamboats plying on the St. John’s River, Florida. 



Such was the jealousy, however, of merchant sailors to- 
wards officers of the navy, that with one of the most cele- 
brated navigators in the world on board his ship? he had 
not as yet confided to anybody the fact that he was lost. 

“On the sixth day, however, he told Commodore Maury 
that something terrible must have happened, as he had 
sailed his ship directly over the spot where the Bermuda 
Islands ought to he ! Commodore Maury told him that 
he could do nothing for him before ten o’clock that night, 
and advised him to slow down. At ten o’clock the great 
scientist and geographer went on deck and took observa- 
tions, at times lying flat on his back, sextant in hand, as 
he made measurements of the stars. When he had finished 
bis calculations, he gave the captain a course and told 
him that by steering it at a certain speed he would sight 
the light at Port Hamilton by two o’clock in the morning. 

“Ho one turned into his bunk that night except the 
Commodore and his little son ; the rest of us were too 
anxious. Four bells struck, and no light was in sight. 
Five minutes more passed, and still not a sign of itj 
then grumbling commenced, and the passengers generally 
agreed with the man who expressed the opinion that there 

was too much d science on board and that we should 

all be on our way to Fort Lafayette in Hew York Harbor 
as soon as day broke. At ten minutes past two the mast- 
head lookout sang out, ‘Light ho!’ — and the learned old 
commodore’s reputation as a navigator was saved. 

“We ran round the islands and entered the picturesque 
harbor of St. George at daylight. There were eight or 
ten other blockade runners lying in the harbor, and their 
captains and mates lived at the same little whitewashed 
hotel where the commodore and I stopped, which gave us 
an opportunity of seeing something of their manner of 
life when ashore. Their business was risky, and the pen- 
alty of being caught was severe ; they were a reckless lot, 
and believed in eating, drinking and being merry, for 
fear they would die on the morrow and might miss some- 

“Their orgies reminded me of the stories of the way 
the pirates in the West Indies spent their time when in 



their secret havens. The men who commanded many of 
these blockade runners had probably never before in their 
lives received more than fifty to seventy-five dollars a 
month for their services ; now they received ten thousand 
dollars in gold for a round trip, besides being allowed 
cargo space to take in to the Confederacy, for their own 
account, goods which could be sold at a fabulous price, 
and also to bring out a limited number of bales of cotton 
worth a dollar a pound. 

“In Bermuda these men seemed to suffer from a chronic 
thirst which could only be assuaged by champagne, and' 
one of their amusements was to sit in the windows with 
bags of shillings and throw handfuls of the coins to a 
crowd of loafing negroes in the street, to see them scramble. 
It is a singular fact that five years after the war not one 
of these men had a dollar to bless himself with. Another 
singular fact was that it was not always the speedier craft 
that were the most successful. The ‘Kate’ (named after 
Mrs. William Trenholm) ran through the blockading 
'fleets sixty times, and she could not steam faster than 
seven or eight knots. That was the record; next to her 
came the ‘Herald,’ or the ‘Antonica,’ as she was after- 
wards called.” 

One of the narrowest escapes that ever befell a blockade 
runner was that of the paddle steamer “Lilian,” a small 
craft of some 500 tons, owned largely by the State of 
Georgia, and operated by the Confederate Government. 
Mr. James Sprunt, of Wilmington, Korth Carolina, the 
well-known historian, was then (July, 1864) purser of 
the “Lilian.” The latter was chased for nearly one hun- 
dred miles from Cape Lookout by the United States 
steamer “Shenandoah,” which sailed a parallel course 
within half a mile of her and at times forced the “Lilian” 
into the breakers. 

The soundings along the coast of Korth Carolina are 
regular, and the floor of the ocean is remarkably even. A 
steamer hard pressed by the enemy could run along the 
outer edge of the breakers without great risk of ground- 
ing; the pursuer, being usually of deeper draft, was 
obliged to keep further off shore. 


This was probably the narrowest escape ever made by 
a blockade runner in a chase. The “Shenandoah” began 
firing her broadside guns at three o’clock in the afternoon, 
her gunners and the commanding officers of the batteries 
being distinctly visible to the “Lilian’s” crew.* A heavy 
sea was running, which deflected the aim of the man-of- 
war, and this alone saved the “Lilian” from destruction. 

A furious bombardment by the “Shenandoah,” aggra- 
vated by the display of the “Lilian’s” Confederate flag, 
was continued until nightfall, when, by a clever ruse, the 
“Lilian,” guided by the flash of her pursuer’s guns, 
stopped for a few minutes; then, putting her helm hard 
over, ran across the wake of the warship straight out to 
sea, and on the following morning passed the fleet off Tort 
Fisher in such a crippled condition that several weeks 
were spent in Wilmington for repairs. 

The “Lilian’s” capture on her return voyage (August 
23rd, 1864) is described as follows by her pilot, J. W. 
Craig, afterwards a Methodist clergyman : 

“Trouble began before we got outside. An armed barge 
from the United States fleet had come close inside the 
western bar and lay in our track in the channel, and im- 
mediately upon our approach sent up a rocket and fired a 
gun, which was instantly answered by the fleet outside, 
and I remember we crossed the bar in a bright flash of 
Drummond lights and rockets which made the night as 
bright as day. 

“Every one of the blockaders was firing at or over us 
as we headed out to sea, and when the next morning, 
Sunday, dawned, we had just succeeded in dropping the 
last of the cruisers, which had chased us all night. 

“We were congratulating ourselves after breakfast that 
morning that we would have a clear sea towards Bermuda 
— and, by the way, the sea was as smooth as glass — when 
the lookout in the crow’s nest reported a vessel of war 
ahead, shortly afterwards another on the starboard bow, 
and in a few minutes a fourth on our beam. We had 

* The account of the “Lilian’s” escape and capture later on is 
derived from the “Chronicles of the Cape Fear River,” by James 

From a war-time photograph by Cook of Charleston, in the F. B. C. Bradlee collection 



unfortunately run into the second line of blockaders, called 
the Gulf Squadron, and it was not more than two hours 
before they were all in range and pelting us with shells. 

“The chase lasted until half-past one in the afternoon, 
when a shell from the cruiser on our starboard beam, 
called the ‘Gettysburg,’ formerly the blockade runner 
‘Margaret and Jessie,’ struck us below the water-line, 
making a large hole through which the water rushed like 
a mill stream. 

“All our efforts to stop the leak with blankets were 
unavailing. We had previously thrown over our deck-load 
of cotton, but it was impossible to reach the aperture 
from the inside, as the hold was jam full of cotton; and 
in a short time the vessel began to steer badly and gradu- 
ally sank almost to the level of the deck. Finding fur- 
ther efforts to escape utterly fruitless, the captain stopped 
the ship and surrendered to the boats which immediately 
surrounded us. 

“I remember that when the ‘Lilian’ was hove to and 
the United States officers came on board, our sullen and 
dejected commander was standing on the starboard paddle- 
box, with his arms folded and his back turned to the 
approaching Federals. One of them, with a drawn sword, 
approached and asked if he was in command of the ship. 
Captain Martin responded with an oath: ‘I was in com- 
mand, but I suppose you are captain now.’ 

“Although every effort had been made to escape, those 
of us who knew Captain Maffitt, the former commander 
of the ‘Lilian,’ regretted very much his absence on this 
occasion, as he would most likely have been more fortu- 
nate in getting away. 

“Knowing how eager the Federals were to identify the 
pilot of the ship, they being in blissful ignorance that 
there were no fewer than five Wilmington pilots on board 
(on their way to Bermuda to bring in blockade runners), 
we all agreed to personate firemen or members of the crew, 
and succeeded in passing ourselves off as such. Subse- 
quently all of us escaped except the ship’s pilot, who was 
detained at Point Lookout until the end of the war.” 

On the occasion of the “Lilian’s” capture, Mr. James 


Sprunt, then only eighteen years of age, was her purser, 
and he, with the rest of her crew of 48 men, were taken 
aboard the U. S. S. “Keystone State,” which the next day 
joined the blockading fleet at New Inlet. The United 
States ships engaged in this exciting chase were the “Bos- 
ton,” “Gettysburg,” “Detroit,” “Keystone State,” and one 
other whose name cannot now be recalled. 

The “Lilian” was a beautiful little ship, a model of a 
yacht, and very fast. She made many successful trips, 
eluding the vigilance of the blockading fleet or showing 
them her heels. After her capture she was towed into 
Beaufort, S. C., and repaired at Philadelphia. She was 
then equipped by the United States Navy with an arma- 
ment of two heavy guns and took part in the second attack 
upon Fort Fisher. 

The Charleston Courier of December 17th, 1863, con- 
tained the following advertisement : 


“Bee,” “Chicora,” “Cobia,” “Pet,” 

“For sale by H. H. De Leon, 

“461 King Street, opposite Citadel Square.” 

In the same paper was a much longer advertisement of 
the “Bee Company,” of which the editor said: “These 
gentlemen have already sold upwards of $700,000 worth 
of goods, which has saved to the purchasers at least $150- 
000 to $200,000 on the previous ruling prices.” 

The following paragraph from the Charleston Mercury 
of April 26th, 1862, shows how boldly blockade running 
was carried on before the establishment of the inside 
blockade by the capture of Morris Island; it is a sample 
of many more : 

“On Saturday last, nine sailing vessels, among which 
were the schooners ‘Wave’ and the ‘Guide,’ started from 
this harbor to run the blockade. Just as they were cross- 
ing the bar they encountered the U. S. gunboat ‘Huron,’ 
Lieutenant Downes, and other blockading vessels, who 
immediately opened fire. The ‘Wave,’ the ‘Guide,’ and 
two others of the nine sailing vessels, were forced to yield.” 

On November 13th, 1863, the Mercury announced the 



payment of handsome dividends by three blockade run- 
ning companies, one of them at the rate of $500 a share. 

During the time Admiral Du Pont commanded the 
South Atlantic Blockading Fleet (until 1863), the 
Charleston newspapers reported the arrival and departure 
of vessels from that port as regularly and as openly, but 
of course not as numerously, as before the war. Even 
after Dahlgren established his ironclad fleet inside the bar 
and posted his pickets every night in the throat of the 
harbor, between Sumter and Moultrie, these arrivals and 
departures were from time to time announced, hut more 
guardedly, except when the blockade runner had been run 
aground or badly shelled. 

Very few people, probably, realize that in 1864 a bold 
attempt was made by the Confederates to break the block- 
ade off Charleston by means of a submarine torpedo boat, 
the “H. C. ILunley,” named for her inventor, who was 
a native of Mobile. This vessel was then called “the fish 
torpedo boat,” and was an iron cylindrical cigar-shaped 
craft only 35 feet in length. She could actually dive 
and be propelled under water and rise to the surface. The 
motive power was furnished by the crew, who, sitting 
vis-a-vis on benches, turned a crank connecting the pro- 
peller shaft. After several unsuccessful and fatal attempts 
at Mobile and Charleston, Hunley went to the latter city 
to take command of his invention in person. Volunteers 
seemed easy to find, for he picked six men, and starting 
out in the harbor made several spectacular dives. She 
worked well until an attempt was made to dive under the 
Confederate receiving ship “Indian Chief,” when she 
fouled a cable and once more proved a coffin for every 
man within her, including her inventor. 

Nothing daunted, Lieutenant George E. Dixon, C. S. 
1ST., a friend of Hunley’s, got together another crew, and 
on February 17th, 1864, silently moved, but this time on 
the surface of the water, to where the IT. S. steam sloop 
“Housatonic” was lying at anchor. The torpedo plunged 
against her side and exploded, sinking her within five 
minutes. Five of the “Housatonic’s” people were killed 
by the shock or drowned; the remainder took refuge in 
the rigging, from which they were rescued by other ves- 


sels of the fleet. But the little “Hunley” never returned. 
She went under, probably carried down by the suction 
of the sinking man-of-war, and all the lives on board were 

It has been the custom to berate the commercial classes 
of Great Britain for exporting goods to the Confederate 
States, in violation of our blockade. But probably more 
goods were carried South through the instrumentality of 
merchants in the United States than by all the merchants 
of Europe. More secrecy was observed by those residing 
in Hew York, who engaged in this business, than was 
observed in running the blockade of Mexico ; but it is none 
the less true, that, in the Civil War as in the Mexican 
War, munitions of war were furnished in very large quan- 
tities to the enemies of the United States by citizens of 
the United States. Horace Greeley saidt that the ideas 
and vital aims of the South were “more generally cher- 
ished” in Hew York than in South Carolina or Louisiana. 

The many light-draft harbors, bays and inlets along 
the Florida coast were the points of destination for small 
steamers and sailing craft laden with supplies from West 
Indian ports, particularly the Bahamas. Merchants in 
the Southern towns co-operated with business men in the 
Forth, or in Europe, in the exchange of commodities. 
Usually this was effected in West Indian ports. The 
trade was sometimes referred to as “the three-cornered 
trade,” — meaning the South, the West Indies, and Europe 
or the Forth. 

These small blockade runners slipped out to sea on dark 
nights laden with cotton, tobacco or turpentine ; and 
squeezed back into cover with coffee, tea, medicines, cloth, 
fine provisions, miscellaneous assortments of manufactured 
articles, arms and munitions of war. Choctawhatchee Bay, 
St. Andrews Bay, Headman’s Bay, Apalachicola, St. 
Marks, Cedar Keys, and Tampa, were the principal points 
of operation on the west Florida coast; on the east coast, 
the Indian River, Fernandina, the St. Johns River, St. 
Augustine, Mosquito Inlet and Jupiter Inlet. 

* Scharf’s History of the Confederate Navy, pp. 760-61. 

t American Conflict, Vol. II, p. 8. 

(To he continued ) 


By Henry Wyckoff Belknap. 

( Continued from Volume LX, page 348.) 

422. William Burnap (Burnett), born 23 August 
1829, may have married, 16 October 1853, Rosena Murray 
of Norwich, he being then of Canterbury. He lived at 
Canterbury at that time if this was his marriage; in 1863 
he was living in Griswold, Conn. 

430. Servington Savery Burnap (Burnett), born 
37 January 1827 ; his name also appears in the Hampton, 
Conn., records as Livingston S. He married, 12 July 
1856, at Boston, both his wife and he being said to be of 
that city, Augusta C., born about 1833, at New Sharon, 
Me. (the State is given as Vermont in the daughter’s birth 
record), daughter of Reuben Rand. 

He evidently removed to Chicago, where he was a 
machinist by trade and his daughter was born there. 

653. Emma Augusta, born 1 Apl. 1859. 

431. Martha (Patty) Burnap, the date of whose 
birth is not on record, married 1 December 1796, at Read- 
ing, Mass., Thomas Morey of Billerica. Neither the 
Reading nor Billerica Records give any clue as to his 
parents or place of birth nor does the History of the 
latter indicate that he lived there. 

Children, born in Hingham, Mass. — Morey: 

Thomas, born 4 Sep. 1802, married 12 June, 1835, Lucy F. 
Lincoln. He was the manager of the Union Hotel at 
Hingham and ran a coach line from there to Boston. 
He died 26 Nov. 1878, ae. 76, at Cohasset, Mass. 

Martha, (perhaps their daughter), married (intention) 
1 Feb. 1821, Ebenezer Kittredge of Tewksbury, Mass. 

Jacob, born about 1800, married Nancy C. Eames of Hing- 
ham. He died 23 Jul. 1860, ae. 51. 

Sarah, died 23 Nov. 1844, at Hingham. 




432. Hannah Burnap, bom 11 June 1788, married 
14 May 1807, at Fitchburg, Mass., Beuben, born 8 De- 
cember, baptized 30 December, 1781, son of Reuben and 
Betty (Gibson) Gibson. He died 22 October 1813, at 
Salisbury, although he is said to have lived at Fitchburg, 
and had no children. There are other marriages recorded 
of Reuben Gibson: 21 May 1840, to Louisa Pierce; 19 
July 1843, to Mary Maynard, and one published 12 June 
1847, to Sarah A. Harris of Shutesbury. One or more 
of these may have been his, but there were one or more 
other Reuben Gibsons at the same time. 

433. Jacob Burnap, born 5 January 1791, married 
27 May 1812, at Salisbury, Vt., Lillah Irish, of Leicester, 
Vt. Nothing more is known of them. 

434. Annis Parker Burnap, born 31 January 1793, 
married 19 December 1813, at Salisbury, Vt., Oliver, son 
of Abraham Gibson of Leicester, Vt. She was living in 
Salisbury at the time of the marriage. Nothing more is 

437. Susannah Burnap, born 23 August 1800, mar- 
ried 15 September 1816, at Leicester, Vt., James, bom 
29 July 1793, at Leicester, son of James and Sally (Joy) 
Dow of that place. She was then of Salisbury and noth- 
ing more is found. 

438. Martha Burnap, born 18 February 1803, is 
seen from the mention in her father’s will to have married 
a Dandridge, unless the fact that she is called Martha 
Dandridge Burnap is to be taken to mean that this was 
her full name and that she was then unmarried. 

439. Edward Burnap, born 27 April 1792, had a 
wife named Anna, as appears from the record of her death, 
and as he died 5 July 1842, aged 50, at Ludlow, Vt., she 
married again Stephen Weston, and died herself 17 April 
1852, aged 56. 

Children : 

654. Addison, born about 1819, died 7 Nov. 1824, ae. 5. 



655. Sally, born about 1823, died 3 Aug. 1828, ae. 5. 

• 656. Dorothy, born about 1832, died 24 Apl. 1850, ae. 28, at 

656a. Edward, born 28 Apl. 1834, Ludlow, died 12 Jul. 1902, 
Brentwood, N. H., ae. 68 :2 :14. 

440. Mary (Polly) Burnap, born 27 January 1794, 
married 21 March 1814, Amos, born 28 July 1789, at 
Fitchburg, Mass., son of Aaron and Mary (Polly) (Phil- 
lips) Darby (Derby) of that place. 

She died before 1855. 

Child — Darby : 

Nancy Merritt, born about 1830, married 10 Sep. 1851, 

Edmund Burnap (No. 657), q. v. 

441. Hannah Burnap, born 22 October 1795, mar- 
ried 15 December 1825, Asa, born 30 March 1793, at 
Fitchburg, son of Jeremiah and Martha (Andrews) Kins- 
man of Ipswich and Fitchburg, and widower of Martha 
Stone, who died 3 September 1823. 

She died before 1873 and he died 21 August 1873. 

Children — Kinsman : 

Ebenezer Thurston, born 9 Nov. 1827, Fitchburg, died 10 

Dec. 1827. 

George Washington, born 4 Oct. 1831, married 29 Aug. 

1866, Sybil B. Daby (Darby, Derby) of Jay, N. Y. 

443. Stillman Burnap, born 21 March 1804, mar- 
ried 1 April 1827, at Fitchburg, Meloda (Melody) Cous- 
ins, bom 16 April 1810, at Fitchburg, daughter of 
Thomas Gleason and Lucretia (Lucy) (Rider) Creed. 
The date of her birth is so given in the records, but from 
the date of publishment of her parents’ marriage, it would 
seem that it should be 1811. 

They lived in Fitchburg, where he committed suicide 
15 October 1868, aged 65:6:24, and she removed to Leo- 
minster, Mass., and probably to Sterling, as she was from 
that town when she married 2 August or 25 September, 
1871, Wright, born 21 August 1794, son of Jacob and 



Polly (Parmenter) Pugg of Princeton, Mass., by whom 
there were no children. 

He died 22 May 1879, and she died 27 February 1881, 
at Leominster. 

David Messenger of Fitchburg represents that Stillman 
Burnap of Fitchburg, died October 1868, leaving a widow, 
Melody C. Burnap, and next of kin, Edward Burnap of 
Ashburnham, Susan M., wife of Alex. H. Bugg of Ster- 
ling, Elvira, wife of Nathan Baker of Westminster, 
Charles H. Burnap of Ashby, Hannah E. Burnap of 
Fitchburg and Stillman W. Burnap and Nancy M. Bur- 
nap, minors of the same, all children, and prays that ad- 
ministration be granted. 31 October 1868. 

An account 26 April 1870 is signed by: Melody C. 
Burnap (mark), Edward Burnapp, Jacob Bugg, Mary 
A. Bugg, Nathan Baker, Eliza Baker, Hannah E. Bur- 
nap, Warren Burnap, Nancy M. Burnap, C. H. Burnap, 
Susan M. Bugg, Alexander H. Bugg. Worcester Probate 
Becords, No. 9174. 

Melody Burnap of Leominster represents that a guard- 
ian should be appointed of Warren S. and Nancy M. 
Burnap, Warren S., bom 24 July 1848 and Nancy M., 30 
March 1851, minors and children of Stillman Burnap 
late of Fitchburg. Ibid, No. 9177. 

Children, bom in Fitchburg: 

657. Edward (Edmund), born 3 Jun. 1828. 

658. Leonabd Mosman, born 21 Aug. 1830, died 26 Mar. 1831. 

659. Susan Mabanda, born 5 Apl. 1832. 

660. Eliza Elviba, born 3 Nov. 1834. 

661. Maby Ann, born 22 Aug. 1838. 

662. Chables H., born 1843, died about 1901, Leominster. 

663. Hannah Elizabeth, born 4 Jan. 1846, called Harriet in 

State Records. 

664. Waeeen Stillman, bora 24 Jul. 1848. 

665. Elizabeth R., born about 1850? 

665a. Nancy Melody, born 30 Mar. 1851. 

444. Lydia Burnap, born 16 May 1808, married 21 
December 1829, at Fitchburg, Jacob, born 9 May 1806, 



at Fitchburg, son of Amos and Sally ’(Macintire) Brown 
Jr. Nothing further is found concerning them. 

Children — Brown : 

Thomas, born about 1833, died 22 Sep. 1852, ae. 19, Merri- 

William, born about 1842, died 15 Mar. 1850, ae. 8. 

445. Abigail Burnap, born 29 June 1810, married 
16 March 1830, at Fitchburg, Joseph Troant, bom 19 
August 1807, son of Benjamin and Huldah Scott. No 
further records found. 

Children, born in Fitchburg — Scott: 

Mary Angeline, born 1 Jun. 1830. 

William Phillips, born 11 Jun. 1831. 

Sarah Emeline, born 10 Mar. 1834. 

Martha Abigail, born 3 Apl. 1841. 

Charles Henry, born 26 Aug. 1844. 

446. Susan Burnap, born 25 May 1813, married 15 
August 1833, Moses B. Daby (Darby, Derby) of Fitch- 
burg. Nothing further known. 

448. Upton Burnap, born 20 June 1804, married 
15 December 1831, Harriet, bora 5 October 1805, at 
Roxburv, N. H., daughter of John and Hannah (Gris- 
wold) Batcheller or Batchelder. 

He lived at Nelson and perhaps at Keene, N. H., and 
died there 13 July 1854, aged 50, while she died also at 
Keene, 20 August 1886, aged 82. 

Children, bom at Nelson, N. H. : 

666. Mary Cordelia, born 12 Jun. 1835, died 25 May, 1869, New 

York City. 

667. Laura Harriet, born 16 Feb. 1846. 

449. Josiah Burnap, born 26 August 1805, married 
at an unknown date, Miranda A., bom 26 January 1809 
or 1810, at Guilford, Vt., daughter of John and Susanna 
(Whitney) Adams of Ashburaham, Mass., and Guilford. 

He was a tanner and currier about 1830 and lived at 



Keene, K. H., where she died 19 September, 1892, aged 
83, and was buried at Korth Adams, Mass., and he also 
died at Keene, 9 January 1893. 


668. Edwabd Childs, born Jul. 1841, died 1 Sep. 1883. 

452. Kancy Burnap, horn 13 May 1810, married 5 
or 30 September 1828, Asa Taft, whose parents are not 
known, but who may have been of the Uxbridge or Men- 
don, Mass., family of that name. He was born 20 May 
1805, and both were of Kelson, K. H., at the time of 

He died 29 December 1863, and she died 22 Feb. 1887. 

Children — Taft : 

Nancy Mabietta, born 11 Apl. 1830, Warwick, Mass., lived 
in Keene. 

Asa Albebt, born 15 Sep. 1832, died 28 Jul. 1833, Warwick. 

William Hollis, born 30 Mar. 1834, died 16 Jun. 1863, 
Nelson, N. H. Cuetis, born 7 Nov. 1836, married 10 Mar. 1861, 
Martba Jane Hadley. He died 4 Jul. 1900, Keene. 

_ 4 

James Scollay, born 16 Jul. 1844, Nelson, married 9 Jan. 
1872, Helen Ann Ball. 

Emobetta Mabia, born 26 Aug. 1849, Nelson, married 25 
Jun. 1889, Cadmon David Robertson. 

453. Mary Burnap, born 26 June 1812, married 5 
March 1840, Reuel Kims of Roxbury, K. H. She died 
24 March 1869, at Kelson, where they lived. 

Children, born at Kelson — Kims: 

Ainswoeth Melville, born 26 Jan. 1841, died 10 May, 1914, 
Keene, N. H. 

Reel Winslow, born 24 Jun. 1847, died 20 Jan. 1848. 

Sumnee, born 12 Mar. 1852, married 28 Feb. 1877, Luella 
Maria Hoyt of Keene. He died 6 May 1909. 

Maby Cobdelia, born 18 Nov. 1853. 

454. Lura Burnap, born 3 April 1814, married 14 
Kov. 1837, Maynard Wilson of Kelson; she died 6 March 
1904, and he died 24 December 1904. 



Child, born Nelson — W ilson: 

Milton Whiton, born 10 Nov. 1838, married Mary M. Gage. 

He died 13 Nov. 1898, at Concord, N. H. 

455. James Burnap, born 6 September 1816, mar- 
ried 17 October 1840, Mary Adelia, born about 1819, 
daughter of Emerson and Delia (Way) Gilman of Mar- 
low, N. H. 

He served an apprenticeship to his uncle Asa Spaulding 
in his tannery and carried on a business in that line as 
well as a farm. He was later a banker and manufacturer 
in Keene and was a Representative in the Legislature in 
1861 and 1862, a State Senator 1876-7 and on the Gover- 
nor’s Council in 1879. 

His wife died 1 September 1890, aged 70 :10 :7, at Mar- 
low and he died there 28 October 1894, aged 78:1:22. 
Child : 

669. Sarah Abbie, born 22 Sep. 1847, living in Keene in 1916. 

456. George Burnap, born 15 July 1818, married 
4 June 1840, Susan M. Sherwin, born about 1817. He 
was a farmer and merchant in Keene, but seems to have 
lived in Templeton, N. H., for a time. 

His wife died at Keene, 1 August 1872, aged 54:6:18, 
and he married next, date unknown, Mary F. Reynolds, 
born about 1819. She died 10 June 1875, aged 56, at 
Keene, and he married for the third time, 3 May 1882, 
at Keene, Charlotte E., born 27 September 1825, at Har- 
risville, N. H., daughter of Milan and Laura (Wright) 
Harris of that town, she being then of Massilon, Ohio, and 
the widow of an Atwood. 

He died 11 March 1903, aged 84:7:24, at Keene, and 
his wife died 1 May 1911, aged 85:7 :3, also at Keene. 

No children have been found by any of his wives. 

459. Sewall Goodridge Burnap, bom 12 March 
1802, married 8 or 9 November 1832, at Holliston, Mass., 
Betsey Adams, born 28 July 1812, at Medway, Mass., 
daughter of Ezra and Olive (Adams) Brown of Holliston. 



He was a doctor and lived in Holliston, where his wife 
died 6 May 1842, aged 30, and he married 17 January 
1844, Elizabeth T. Blanchard of Boston, who died about 
1900 as a widow, he having died 16 October 1874, aged 
72 :7 :4, at Holliston. 

Petition of Elizabeth T. Burnap of Holliston for ad- 
ministration on the estate of Sewall G. Burnap of Hollis- 
ton, Samuel Burnap and George F. Burnap, surety and 
witness. 9 November 1874. 

Mddx. Probate Records, vol. 376, p. 578. 

Will of Elizabeth T. Burnap of Holliston. To children 
of deceased brother Charles H. Blanchard, late of Wash- 
ington, D. C. For care of the Sewall G. Burnap cemetery 
lot and to be buried by my deceased husband. 8 Decem- 
ber 1894, proved 25 September 1900. 

Witnesses: — Peter M. Macdonald. 

B. S. Flanders. 

Angus Macdonald. 

Ibid, vol. 613, p. 516. 

Child, born in Holliston, by third wife: 

670. Charles Brown, born 22 May 1835, baptized 7 Apl. 1842, 
died 26 Oct. 1851, ae. 16 :5 :4, Holliston. 

Guardianship of Charles B. Burnap under 14, son and 
ward of Sewell G. Burnap of Holliston, physician, 9 
January 1849, grandson and heir of Olive Brown late 
of Holliston deceased intestate widow. 

Mddx. Probate Records, vol. 268, p. 132. 

460. Betsey Burnap, born 20 June 1804, married 
before 1830, at Lyndeborough, N. H. probably, Reed, 
born 10 April 1803, at Lyndeborough, son of Captain 
William and Susanna (Reed) Dutton of Westford, Mass., 
and Lyndeborough. 

The date of her death has not been found, but he mar- 
ried again 4 April 1844, Betsey, born 9 April 1814, 
daughter of Timothy and Betsey (Peacock) Wheeler. 

It is not known when he died and the only record of 
issue by the first wife is found in a marriage at Fitch- 



Child, by first wife, Dutton: 

Louise (Lois), born about 1830, married 31 May 1848, 
Abram G. Lawrence, at Fitchburg, Mass. 

461. Israel Hutchinson Burnap, born 28 May 
1806, married 3 September 1835, at Ashby, Mass., Esther 
Carver, born 13 September 1814, at Ashby, daughter of 
Benamin and Sally (Gibson) Lawrence of that place. 

He was, at the time of his marriage, a farmer in Tem- 
ple, N. H., and he lived in Ashby, Ashburnham, Mass., 
and Leominster. 

He died 30 or 31 January 1856, aged 49 :8:0, at Ashby, 
and the State Becords seem to be in error, as they state 
he was the son of “Silas and Adaline Rice.” Adminis- 
tration of the estate of Israel H. Burnap, yeoman, was 
granted 12 February 1856. 

Mddx. Probate Records, vol. 368, p. 8. 

His widow was living in Newton, Mass., in 1881, in 
Fitchburg from 1894-1904, and she died at the home of 
her grand-daughter Mrs. Edward Arch, in Everett, Mass., 
25 April 1914, aged 99, and was buried at Ashby, the last 
of thirteen children and related to the Lawrences of Med- 
ford, Mass. 

Esther C. Burnap, widow, guardian of Mary A., Urania 
E., Herbert G., children of Israel H. Burnap of Ashby, 
deceased. 16 September 1856. 

Mddx. Probate Records, vol. 273, p. 272. 

Children : 

671. Mary Ann, born 22 Aug. 1838, baptized Sep. 1840, Asbby. 

672. Eliza A., born 15 Feb. 1837, Asbby, died 3 Sep. 1856. 

673. E. Urania, born 23 Dec. 1844, Leominster. 

674. Herbert Goodridge, born 4 Jul. 1847, Leominster, died 

before 1904. 

462. Samuel Burnap, born 12 October 1809, married 
20 March 1834, at Ashby, Mass., Lucinda, bom 12 Au- 
gust 1814, at Ashby, daughter of Allen and Betsey (Law- 
rence) Farwell of that place. 

She died 27 September 1852, aged 38, at Fitchburg, 



where they had removed from Templeton in 1828 and 
where he was a farmer. 

He married 15 February 1853, Harriet, born 22 Feb- 
ruary 1822, at Barre, Vt., daughter of Josiah and Rebecca 
(Wood) Trow of Westminster, Mass. 

He died 4 March 1890, aged 80:4:20, at Fitchburg, 
and his widow lived in that place and in Worcester until 
her death. There were no children by this marriage. 

The will of Samuel Burnap. To wife Harriet T. Bur- 
nap, to son Edwin Samuel, to son George Franklin, to 
daughter Ellen Lucinda, wife of Francis Fiske of Hollis- 
ton, to grand-child Lillian Elvira Burnap, to several char- 
itable societies and the residue to wife and son Edwin 
Samuel ; his wife executrix. 

16 February 1882, proved 25 March 1890. 

Witnesses: — Samuel L. Graves 
Charles C. Clement 
Emma P. Potter. 

Amy Eliza Hale, a minor and interested in the estate 
of Samuel Burnap of Fitchburg, and Samuel L. Graves, 
guardian, and Harriet T. Burnap of Fitchburg, represent 
that Samuel Burnap died 4 March 1890, leaving a widow 
Harriet T. Burnap and next of kin Edwin S. and George 
F. Burnap, both of Fitchburg, sons; Ellen L. Fisk, wife 
of Francis Fisk of Holliston, a daughter; Amy Eliza Hale, 
a minor and a grand-child of the deceased, of Rindge, 
H. H., her father’s name Walter A. Hale of the same 
town. 15 March 1890. 

Worcester Probate Records, 2nd Series, Ho. 10480. 

Children : 

675. Charles Edward, born 12 Dec. 1834, Temple, N. H., died 

27 Sep. 1868, Fitchburg. 

676. Maria E., born 15 Jan. 1836, Temple, died 27 Jan. 1853, 


677. Edwin Samuel, born 19 Aug. 1838, Temple. 

678. Ellen Lucinda, born 10 Jun. 1841, Fitchburg. 

679. George Franklin, born 25 Oct. 1849, Fitchburg, died 31 

Dec. 1894. 

680. A daughter. 



465. Joseph Btjrnap, born 9 December 1804, mar- 
ried 13 June 1853, at Tewksbury, Mass., Lucy Jane 
(Gane), born 3 February 1817, at Tewkesbury, daughter 
of Samuel and Lucy (Clark) Thompson. 

He was a painter and removed from Massachusetts to 
Upper Alton, 111., but she evidently came East again after 
bis death and lived in Andover and perhaps in Everett, 

16 September 1873, Joseph Burnap of Upper Alton, 
111., was a petitioner for administration upon the estate 
of Abigail Burnap of Wilmington, Mass, (his mother), 
George Burnap being a surety. 

Mddx. Probate Records, vol. 375, p, 642. 

He died about 1879, at Upper Alton, and she died 
19 February 1887, aged 70:0:16, at Everett, and was 
buried at Upper Alton. 

The will of Joseph Burnap of Upper Alton, 111. To 
the Wilmington Library, Wilmington, Mass., to my 
brother George Burnap my interest in the homestead of 
my mother and sister deceased, in Wilmington, to my 
son Henry Thompson Burnap property at Brighton, Mar- 
coupin County, 111., at the age of 21, (land in Wilmington 
and Tewksbury mentioned) my wife Lucy J. T. Burnap 
and her brother Clark Thompson of Everett, Mass., and 
they to be executors. 6 July 1876, proved 24 June 1879. 

Witnesses: — Albert C. Hastings. 

John Leverett. 

Mddx. Probate Records, vol. 413, p. 55. 

The will of Lucy J. T. Burnap of Andover. To the 
Trustees of Upper Alton Cemetery, to my son Henry T. 
Burnap and his wife Annie C. Burnap, to my sister Mrs. 
Lawrence T. Frye of Andover, to my sister Mrs. Mary T. 
Gray and her son Edward W. Gray, to my son Henry T. 
Burnap a Bible containing record of the family, to my 
daughter-in-law Annie C. Burnap. Appoints her brother 
Clark Thompson of Everett, Mass., and wishes Albert 
Wade of Alton, 111., appointed executor. 5 November 
1885, proved 12 April 1887. 



Witnesses: — Joseph J. Cannell 
Nathaniel A. Dill 
George S. Marshall. 

Ibid, vol. 479, p. 563. 


681. Henry Thompson, under 21 in 1876. 

468. Elizabeth Burnett, bom 8 September 1785, 
married 15 October 1815, at Hopkinton, Mass., Salmon, 
probably born 11 April 1788, and if so the son of Daniel 
and Phoebe (Prince) Sibley of Sutton. 

He removed from Sutton to Southborough, but evidently 
was in Hopkinton at least from 1819 to 1820. 

His wife died 29 September 1820, and he married 30 
December 1823, at Southborough, Lovisa, probably bom 
12 December 1782, at Southborough, and if so the daugh- 
ter of Josiah and Abigail (Ward) Bridges. 

Their deaths are not in the Southborough or Hopkinton 

Salmon Sibley of Hopkinton, yeoman, consideration 
$200, to Charles R. Burnett [her father] of Southborough, 
yeoman, land in the north part of Hopkinton. Betsey 
his wife consents. 12 April 1820. 

Acknowledged 12 April 1820. 

Witnesses : — Joel Burnett 
Jonas Ball 

Hopkinton & Upton Deeds, vol. 16, p. 509. 

Children — Sibley : 

Jasper Adams, born 31 Jul. 1816, Southborough. 

Annis Eliza, born 29 Nov. 1817, Hopkinton, married (in- 
tention) 11 April 1841, Charles Williams. 

Salmon Augustus, born 2 Oct. 1819, Hopkinton, died. 11 
May 1820, ae. 9 mos. 

469. Charles Burnett, born 12 March 1788, mar- 
ried 11 October 1815, at Hopkinton, Keziah, bom 16 De- 
cember 1791, daughter of Barzillai and Melecent (Fair- 
banks) Pond of Worcester and Medway. 

He was a rope-maker and lived at Southborough, where 



she died 4 January 1839, and he died April 1854, or 
according to the State Becords 6 February 1854, aged 66. 
The former date is from a family Bible. 

Charles Burnett of Southborough, yeoman, considera- 
tion $1000, to Charles K. Burnett, yeoman, and Barzillai 
Pond of Medway, yeoman, land in Southborough, Kezia 
Burnett also signs. 20 April 1819. 

Acknowledged the same date. 

W itnesses : — N athan F isher 
Samuel Gibbs 

Worcester Deeds, vol. 216, p. 478. 

Children, born in Southborough: 

682. Hiram, born 5 Jul. 1817, died about 1912, Seattle, Wash. 

683. Hannah Maria, born 14 May 1816, died about 1906, 


684. Charles, born 9 Oct. 1819, died 28 Sep. 1848, ae. 28, Provi- 

dence, R. I. 

685. Joseph, born 11 Nov. 1820, died 11 Aug. 1894. 

686. Henry Harvey, born 4 Aug. 1828. 

470. Hannah Burnett, born 1 March 1790, married 
12 April 1812, Stephen Hill of Cambridge, whose birth 
is not recorded there. She died 16 February 1815, and 
no further particulars have been found. 

471. Chloe Burnett, born 12 February 1792, mar- 
ried 3 May 1812, at Southborough, Eliot, born 6 July 
1788, son of Ebenezer and Sarah k (Tilton) Claflin. He 
died 8 December 1827, aged 39, at Southborough, having 
evidently served as an ensign in the war of 1812, and his 
ividow married, 27 March 1831, at Southborough, Heman, 
horn 22 March 1800, at Southborough, son of Solomon 
and Martha (Ward) Este. 

There is no record of his death in Southborough, but 
she died 15 November 1875, according to the family Bible. 
Children — Claflin : 

Fanny, born 17 Apl. 1813, Southborough. 

Charles Ripley Burnett, horn 28 Sep. 1817, Hopkinton. 



Saeah Ball, born 23 Jan. 1821, Hopkinton, died 24 Jul. 

1821, Hopkinton. 

Eliot, born 12 Aug - . 1824, Southborough. 


Fbanklin, born 14 Sep. 1831, Soutbborough. 

474. Joel Burnett, born 6 April 1798, married 21 or 
23 December 1823, Dolly, born 19 November 1804, daugh- 
ter of Ebenezer and Lydia (Morse) Bellows of Hopkin- 

He died 22 February 1844, according to the Bible 
record, but 1845 according to the State Records, and she 
married, 21 February 1848, Nicholas, born 24 January 
1792, son of Henry and Elizabeth (Bailey) Little, a black- 
smith of Boston. 

He died 4 March 1857, but the date of her death is 
not found. 

Eliza B. Burnett, minor daughter of Dr. Joel Burnett, 
late of Southborough, over 14, chose Sullivan Eay as 
guardian 21 March 1845. 

Waldo I. Burnett of Southborough, minor above 14, 
chose Sullivan Eay as guardian, 31 March 1845. 

Sullivan Fay of Southborough represents that a guard- 
ian should be appointed to Eliza Bell and Waldo I. Bur- 
nett over 14 and Harriet M. Burnett under 14, children 
of Joel Burnett, and prays for appointment. The next 
of kin being Charles, Dolly and John Burnett and Chloe 
Este and Martha Claflin. The estate being subject to the 
right of dower of the widow Dolly Burnett. Worcester 
Probate Records, No. 9189. 

The widow Dolly Burnett and her brothers Charles 
Burnett and Newell Bellaires and John Burnett decline 
administration and recommend Peter Fay of South- 

Witness: — W. I. Burnett. 

Peter Fay of Southborough represents that Joel Bur- 
nett, late of Southborough, died 22 Feb. 1845, and prays 
for administration. Ibid 9192. 

Children, born in Southborough: 

687. Lorenzo Newell, born 1 Sep. 1824, died 12 Nov. 1844. 

688. Eliza Bell, born 1 May 1826. 



689. Waldo Irving, born 12 Jul. 1828, died 1 Jul. 1854, ae. 

25 :11 :0, Boston. He was an author, also a physician. 

Eliza B. Burnett spinster, administratrix of Waldo I. 
Burnett, physician of Boston, she being his sister and 
one of the next of kin. 17 July 1854. Nicholas Little 
and Joseph Burnett, druggist, sureties. 

Suffolk Probate Records, vol. 224, p. 373. 

690. Harrietta Marcella, born 28 Nov. 1832, died 9 Apl. 1890, 

ae. 57:4:11, Southborough. 

Will of Harriet M. Burnett of Southborough. My 
nephew Waldo B. Fay of Southborough executor. To 
my sister Eliza B. B. Fay, the residue to Waldo B. Fay, 
22 January 1889, proved 15 July 1890. 

Witnesses : — Dexter Newton 
Ellen Mullins 
Ellen Callaghan 

Worcester Probate Records, No. 10671, 2nd Series. 

Waldo B. Fay of Southborough represents that Har- 
riet M. Burnett of Southborough died 9 April 1890, 
leaving Eliza B. Burnett Fay, wife of Sylvester C. Fay 
of Southborough, a sister. 5 May 1890. 


475. John Burnett, born 29 March 1800, married 
7 December 1829 (Bible record), Rebecca C. T. Hinck- 
ley, of whom nothing is known. 

John Burnett of Worcester, yeoman, consideration $500, 
to William Jennison of Worcester, land in Worcester 
which Henry Goulding and wife and Gordon Goulding 
conveyed to said Jennison in book 290, p. 149-50. 18 

October 1834. 

Acknowledged 18 October 1834. 

Witness: — Joseph G. Kendall. 

Worcester Deeds, vol. 303, p. 270. 

John Burnett of Worcester yoeman, consideration $300, 
to Edward B. Rice of Worcester blacksmith, land in 
Worcester. Rebecca his wife signs “Mrs. Burnett.” 

8 May 1835. 

Acknowledged 8 May 1835. 

Witnesses:— William Green 
William Eames 

Ibid, vol. 307, p. 373. 



He died 16 August 1857, aged 57:4:13, at Framing- 
ham, Mass., but his wife’s death does not appear. 

The will of John Burnett of Framingham. C. C. Esty 
executor — wife Rebekah. 2 June 1857, proved 8 Sep- 
tember 1857. 

Witnesses: — Miranda Page 
Julia A. Page 
C. C. Esty 

Mddx. Probate Records, vol. 387, p. 61. 


691. Mabtha Ann, born about 1827, adopted daughter. 

476. Martha (Patty) Burnett, horn 8 May 1802, 
married 24 January 1825, at Hopkinton, John, born 26 
August 1782, at Hopkinton, son of Ebenezer and Sarah 
(Tilton) Claflin. The date of the marriage is variously 
given in the Bible record and the Claflin Genealogy, but 
the above is from the Vital Records. 

He had previously married, in 1803, Clarinda Mellish, 
who died 14 November 1823, aged 42. 

He died 18 February 1864, and she died at Grafton 
11 March 1882. 

Children, born in Hopkinton — Claflin : 

William Bainbridge, born 25 Nov. 1825, married 15 Dec. 
1849, Martha A. Hutchinson. 

Walcott Samuel, born 24 Nov. (26 Nov. Bible record) 

Georgianna, born 13 Aug. 1836, (1835 Bible record). 

Sarah Bucklin, born 17 Sep. 1839, (1838 Bible record). 

482. Almira Burnap, born 1 September 1806, mar- 
ried 21 December 1829, James Dexter, born 5 July 1803, 
son of Barnabas and Eunice (Bixby) Miller of Boston. 
They were married in Westborough and in the marriage 
record her name is correctly given, but in those of the 
births of their children she is called Maria. The dates 
of death do not appear in the Westborough records. They 
lived in South Boston in 1877. 

Children, born in Westborough — Miller: 

(To be continued ) 






By George Granville Putnam. 

( Continued from Volume LX, page 332.) 

After this voyage, Captain Reynolds commanded the 
barque Cheshire, and his last charge was the fine schooner 
Jonathan Sawyer, which was built for him and of which 
he was part owner. He was the last survivor of the old 
East India captains of the Salem firm to die, and he was 
always considered by them a model shipmaster, a splendid 
factor, and one who always kept his ships in the pink of 

Of course the action of Captain Waring of the British 
steamer Gordon Castle in rescuing and caring for the 
officers and crew of the Humboldt could not be allowed 
to go unrecognized by this government. Upon representa- 
tion being made to the authorities at Washington, the fol- 
lowing order was promptly issued: 

The Department of State at Washington, D. C., ordered "For 
presentation to Captain Waring of the steamer Gordon Castle, 
a gold watch and chain, in recognition of his rescuing the 
officers and crew of the American ship Humboldt, as a testi- 
monial of the President’s appreciation of his humane and 
gallant conduct.” 


Capt. Stephen P. Bray, Jr. 

The next master was Capt. Stephen P. Bray, Jr., who 
began his sea life as a boy in ship Volant Nov. 9, 1860. 
December, 1862, in ship Winona as second mate, to Callao 
and Havre. May, 1864, to 1868, ship Pocahontas. To 
East Indies, home via Mauritius, Boston, 1868 to 1869, 
ship Naples, chief mate. To Java and back to Boston, 
November, 1869, as chief mate of the ship Mindoro, to 
1873, when he took command of the same ship till 1877, 
trading in this same ship to the Eastern ports. Ship 
Panay, new, September, 1877, as master, nine full voy- 
ages. The tenth voyage the ship was stranded on the 
Island of Simara, Philippine group, and was condemned 

( 65 ) 



and sold. These ten voyages were to the Eastern seas, 
China, Japan, and sugar and hemp ports of the Philip- 
pines. General cargoes outward, largely kerosene oil on 
owners’ account. On retiring from the sea in 1890, he 
established himself in the coal business in Hewburyport, 
which he continued until his death, which occurred ISTov. 
17, 1897, in his 55th year. He joined the Hewburyport 
Marine Society ISTov. 27, 1873, and was treasurer from 
Mov. 28, 1895, until his death. 

Capt. Henry Gardner. 

Captain Gardner followed Captain Bray. He was born 
in Salem, and he died at his home on Cedar Street, July 
19, 1888, in his 54th year. He was engaged in the South 
American and East India trades. He was in the ship 
Herald when she foundered off Cape Good Hope. His 
last voyage was in the ship Mindoro, from which he re- 
turned very sick, hut later recovered his health, so as to 
attend to business ashore. He was a grandson of John 
Gardner, Esq., who formerly owned the Gardner farm, 
and a nephew of Henry Gardner, merchant and subse- 
quent owner of that property. 

While in command of the ship Herald, from Iloilo, 
June 4, 1876, for Hew York, Captain Gardner was 
obliged to abandon the vessel off Cape Good Hope, a suc- 
cession of strong westerly gales having been encountered 
from the south end of Madagascar to Cape land, with high 
seas. From Aug. 27 to Aug. 30, latitude 36.06 South, 
longitude 22.20 East, heavy H. W. gales with cross seas 
constantly breaking over the ship, flooding the decks and 
cabin with water, were experienced. On the latter date 
the captain was obliged to jettison about 350 bags of 
sugar, as the ship was leaking badly. On examination, 
found that the stem and wooden ends had burst out, and 
that the vessel was leaking in several places, but in con- 
sequence of the violence of the weather, it was impossible 
to get at them or even to stop them temporarily. Finding 
the leak increasing, the water gaining rapidly on the 
pumps, and there being eight feet of water in the hold, 
and fearing that she might sink at any minute, the cap- 



tain considered it advisable for the safety of all to abandon 
her, and hoisted a signal of distress in order to attract 
the attention of those on board a strange sail. Soon 
afterwards the stranger bore down to the Herald. She 
was the Mofussulite (of London) from Bimlipatam for 
London. The master was asked to take off the crew and 
officers and he did so readily. He sent his lifeboat for 
the purpose, but as a heavy sea was running at the time, 
it was with much difficulty that all were rescued. The 
Mofussulite then proceeded on her voyage, and the Her- 
ald's people were landed at St. Helena Sept. 13, 1876. 
Captain Gardner joined the Salem Marine Society Jan. 
26, 1866. 

Capt. Daniel H. Hutchinson. 

Capt. Daniel H. Hutchinson, the third commander of 
the Mindoro, was born in Yarmouth, 1ST. S., in 1826, and 
he died in Salem, February 4, 1889. He sailed on his 
first voyage, when a mere lad, as cook for eight men on 
the brig Swan, of Yarmouth, H. S. He continued to 
follow the sea for many years, and made 65 voyages to all 
parts of the world, in the following vessels : 

Schooners Union , Dceanus, and Emily; Brigantine 
Maidee; Barkentine John Wooster; Brigs Swan, Paragon, 
Southampton, Camilla, Archimedes, Trafalgar, Horatio, 
and Primrose ; Barks Christobel, Reward, and Lewis; 
Ships No Name, Juniper, Derby, Dashing Wave, Sooloo, 
and Mindoro. His first command was the brig Primrose. 

He was in command of the barque Lewis, when she went 
ashore on an uncharted reef, on the passage between Aden, 
Arabia and Zanzibar, and became a total loss. She was 
owned by Benjamin A. West, father of Arthur W. West, 
of Salem. Captain Hutchinson made several record pas- 
sages between Boston and Java in the barkentine John 
W ooster, the vessel being owned by Henry Hastings & Co. 

Captain Hutchinson’s last voyage was in the ship Min- 
doro. He had been at home while the ship made a voyage 
under the command of Capt. W. Frank Powars. He went 
to the office of the owners in Boston, and was making 
preparations to go on the next one. While talking with 



Mr. George H. Allen of tlie firm. Captain Hutchinson be- 
came unconscious, falling to the floor. He was immedi- 
ately taken to his home in Salem, where he passed away 
in the afternoon. 

He joined the Salem Marine Society Nov. 2, 1881; 
the East India Marine Society, July 11, 1872. He was 
a most exemplary man and a deacon in the Tabernacle 
Church. Mr. George H. Allen, speaking of him to the 
writer, said: “You cannot commend Captain Hutchinson 
too highly. He was a wonderful and resourceful man and 
a thorough sailor, and he always brought his ships home 
in perfect order.” 

Captain Hutchinson married Miss Martha Erances 
Cross, daughter of Daniel and Martha (Farrington) 
Cross, and a niece of Oliver Parsons, a member of the 
first Salem Board of Aldermen. Horace E. Hutchinson, 
treasurer of Harmony Grove cemetery, is his son. 

In response to a request from the compiler of these 
articles, Mr. Horace F. Hutchinson contributed the fol- 
lowing story of a voyage he made with his father in 
the Mindoro, between Boston, Hong Kong, Manila and 
Boston. It was his father’s last voyage, and the son 
wrote as follows concerning the trip: 

“In response to your kind invitation, and as there are 
many families in and about Salem, some member of whom 
made a voyage in the Mindoro, I thought that perhaps 
they would be interested in a little account of her abilities 
as a sailer and a sketch of the life on board. 

“The ship Mindoro was the last of a long procession of 
full-rigged East Indiamen that carried the name of Salem 
on her stern around the world. She was not a handsome 
ship. She was ‘homely’ to the sailor’s eye, but while her 
lines were not fine or her rig lofty, she was very heavily 
sparred and it took a gale of wind to drive her. 

“It frequently happened in heavy weather that we 
would overtake and pass other ships, we carrying, perhaps, 
everything under royals, while they were under much 
‘shorter canvas,’ although our mates at these times would 
almost have nervous prostration because the ‘Old Man’ 



would not give the orders to ‘Clew up and furl the fore 
and mizzen to-galln’t sails/ ‘Reef the main to’gall’nt’ and 
‘Haul down the foretopmast staysail.’ 

“As an example of the Mindoro’s ability to ‘get there/ 
I would say that the Lucille , which left St. Helena a few 
hours after we did, arrived in Hew York three days after 
we arrived in Boston, and we lost three days on the way 
putting in to Bermuda. 

“On the voyage out, when about 10 degrees south of the 
line, we sighted an American ship hull down to leeward. 
She was pointing higher than we, and in time she was 
near enough to hoist her number. My job was to handle 
the signal books, and by referring to the Register found 
that she was the Luzon of Hew York. We hoisted, “J. C. 
Y. B./ which was the Mindoro’s code. He hoisted, ‘Hew 
York, 52 days.’ We replied with, ‘Boston, 41 days’; to 
which he immediately replied, ‘We doubt your authority.’ 
My father was indignant. ‘What does he mean? Does 
he doubt my word because we beat him 11 days, and from 
Boston at that ?’ 

“By that time the Luzon had another signal flying from 
her monkey-gaff. I read, ‘My name is/ and then he be- 
gan to spell ‘P-a-r-k-s.’ ‘Oh, that is Jerry Parks, and he 
was joking. He used to be my mate!’ my father said. 

“By maneuvering we drew close enough to use a speak- 
ing trumpet, which is close enough for square-riggers in 
a seaway, and helms were shifted to give us more sea 
room. We sailed for 14 days side by side. As the night 
shut down on us on the 13th day, the Luzon was about 
two miles astern; next morning she was still there, but 
while we were watching her, she set a brand-new foretop- 
mast stu’n-sail (which we had seen them busily making 
on her decks for the last day or two). The breeze fresh- 
ened and she pulled up and passed out of sight ahead. 
That was January 6. 

“We ran down to 48 degrees south, and ‘ran our eastern 
down’ on a great circle, riding the ‘Cape Horn swells’ that 
in those latitudes roll unbroken around the world, and 
heading up by the H. W. Cape of Australia, we entered 
Timor Straits on March 1, and there again overhauled the 



Luzon! And the Luzon of New York was rated as a 
half-clipper ! 

“We had discipline on the Mindoro , and when a heavy 
hand was needed I have seen it laid on, but the Mindoro 
was well known among the sailormen as a ‘Christian ship.’ 
No profanity was allowed, and was never heard outside 
of the fo’cas’l. That was the sailors’ private retreat, where- 
no officer ever entered unless an unruly seaman made it 

“Every morning at 7.45, the man at the wheel would 
sound the ship’s bell, for divine service. The two watches 
would assemble aft on the main deck, also the ‘idlers,’ as 
the cook, steward, sailmaker and carpenter, were called. 
The captain would descend from the poop and stand by 
the main deck capstan and read a short selection from 
the Bible, followed by a prayer, and then all hands lustily 
with the doxology. 

“It was a service that frequently was accompanied with 
amusing features. Sometimes we were busy dodging seas 
that chased each other over the deck, hoisting ourselves 
up by the main rigging with our feet in the air, until the 
ship rolled the other way. Of course there were times 
when no such service could be held, such as days hove-to 
off the Cape, all hands below, helm lashed, and wheel held 
by a grummit. 

“But it was in the eastern seas that this service was 
the most interesting, for among the Philippines and in 
the Java Sea we were surrounded by natives who would 
climb up the sides of the ship from their boats, and it 
was a sight to see the expression on the rows of faces 
looking over the rail when all hands pitched in to that 
grand old hymn. 

“Sunday, a morning and afternoon service, one for 
each watch below. Moody and Sankey’s hymns, a 
sermon of Spurgeon or Moody read by the captain 
and a prayer. In port, our Sunday service was a 
grand affair. We had an awning that covered the poop 
deck, and a melodeon, that usually graced the after-cabin, 
was brought up on deck. 

“At 10 o’clock the ship’s hell sounded over the waters 



of the bay. Then could he seen boats leaving the gang- 
ways of the ships Luzon, Daniel I. Tenney, Earl Gran- 
ville, Tweed, Mary L. Stone, Colchester, Lucille, James 
A. MVright, and the barque Martha Davis. Aboard would 
come the captains with their wives, if they had them with 
them, followed by their boat crews, who would he sent 
forward on the main deck, while the rest joined the ‘after 
guard’ on the poop. Also we would have launches from 
Manila, with office men from Kerr & Co., Russell Sturgis, 
Peele, Hubbell & Co., and others, names all familiar to 
our old Salem merchants. 

“If one could have looked into the forward cabin of the 
Mindoro on a wet, cold, stormy Thursday night, as we run 
our eastern down in the ‘roaring forties,’ thousands of miles 
from anywhere and the nearest land the south pole conti- 
nent, one would not think that we were afflicted with home- 
sickness, for Thursday nights were song service nights, 
and all hands but the watch on deck, were there. And 
how everyone enjoyed the good old songs! ‘Hold the Fort,’ 
‘Pull for the Shore, Sailor,’ ‘Let the Lower Lights be 
Burning,’ were their favorites. Of course, everyone sang 
as loud as he could. The mate had a voice like a rusty 
blackbird, and I used to fight shy of a seat near him. The 
second mate sang a beautiful baritone (he was the ‘chantey 
man’ of the ship), but his was a ‘foretopsail yard voice,’ 
which means that it would he heard by a bunch of sailors 
up there from the poop deck in a gale of wind, so that 
those sitting near him could not be sure whether they were 
making any noise or not. These religious services that 
were held on board were not only a welcome break in 
the monotony of sea life, but they were of real benefit to 
the men. 

“There is plenty of work on board of a ‘wind-jammer,’ 
and every sailor on watch is kept busy every minute of 
the day, from the first order at A a. m. to ‘Wash down 
the decks.’ There has been practically no change in his 
work or diversions for the past 300 years. Some changes, 
perhaps, in the rig of the vessel, in sanitary conditions 
and food, hut the men who made the name of Salem 
famous on every sea stood their watch in the old days in 



exactly the same way, using the serving mallet, the spun- 
yarn, winch, marling-spike, and the caulking-iron, and 
knew the old couplet: 

‘Worm and parcel with the lay, 

Then turn and serve the other way.’ 

“He made ‘sword-mats’ and chafing gear, tarred down 
the standing rigging, prepared for ‘heavy weather’ regions 
by changing all sails made of light canvas to heavy, setting 
up the rigging, double lashings on all boats and movables, 
and overhauling the ‘preventer braces’ and the ‘relieving 
tackles.’ Then changing back again to light canvas as 
the ship leaves the high latitudes. Getting ready for port, 
holystoning, scrubbing paint, polishing all brass work and 
varnishing bright work. How old is the saying? — 

‘Six days shalt thou work and do all that thou art able, 

And on the seventh holystone the deck and pound chain cable.’ 

“On the Mindoro there was no Sunday work, though it 
was the day for the crew to get out their ‘ditty-boxes’ and, 
sitting around on deck and on the forecastlehead, sew on 
numerous patches and buttons and darn their socks. But 
it was not all work, for a sailor must have his fun and 
the dogwatches from 4 to 6 and from 6 to 8 were usually 
given over to ‘Euchre,’ ‘High Low Jack,’ dominoes and 
checkers, also games on deck, ‘tag,’ ‘puss in the corner,’ 
and ‘blind man’s buff,’ though the ‘blind man’ would 
receive such cuffs and kicks that he would sometimes pull 
off his blinder with ‘Who the bloody ’ell did that ?’ and 
would want to fight. 

“We had harpoons always ready and ‘porpoises under 
the bow!’ during a dog watch meant only sport for the 
watch below, but something ‘fresh’ in lieu of ‘salt horse.’ 
A block would be seized to the end of the bowsprit, a 
line passed through and bent onto a harpoon. The har- 
pooner stands under the bowsprit on the back ropes. The 
porpoises are leaping and tumbling back and forth under 
his feet and at the same time keeping ahead of the ship 
as she drives along. The man hurls the harpoon, which 
fastens in the back of the porpoise, and all hands haul 

1841 - 1912 

1839 - 1910 

I 825 - 1905 

I 838 - 1901 



away and hoist him to the block. Then a man runs out on 
the bowsprit and passes a rope with a running bowline 
in its end to the harpooner, who slips it over the broad 
tail and then some of the crew haul away on this line 
while others slack away on the harpoon line, and in that 
way land him on deck. The meat is very good and the 
liver ‘fit for the captain’s table.’ 

“Bonito or Horse Mackerel weigh around 40 pounds 
and are speared with a harpoon or the ‘graines’ (which 
is similar to a trident), but the best sport is with a hook 
and line. These fish school around the bow. Cover the 
hook with a bit of white rag, go out and straddle the 
jibboom with legs locked between the guys (ropes under- 
neath) and let the hook jump from wave to wave. These 
are very game fish and put up a lively fight. Flying-fish 
frequently fly over the ship and striking rigging or sails 
fall to the deck. They are then on their way to the cook’s 
pot. They are very fine eating. 

“Off the east coast of Africa we passed many enormous 
sea turtles, but as we were not becalmed at any time we 
could not stop to lower a boat to get one. When ‘running 
our eastern down’ in the South Atlantic and Indian ocean 
we were in the home of the great albatross and molly- 
hawks. These great birds, measuring 10 feet from tip 
to tip of wings, would follow us for days, usually flying 
directly over the poop deck and only about 30 feet above 
our heads. I have seen the helmsman dodge his head 
frequently, thinking that they were going to mistake his 
head for a piece of salt pork. Fishing for these birds was 
a great sport. We would bait a cod hook with a piece 
of salt pork, and tie a float just behind it. Paying out 
this line over the rail until about fifty feet of line was 
out, the birds would fight to get it. A bite, and haul away. 
The albatross tows along, too dazed to make any resist- 
ance; when alongside, haul up and swing over the rail; 
the hook merely catches in the horny beak and as soon as 
the bird lands on deck it drops out. 

“But once on the deck this enormous bird cannot get 
away. He cannot spring into the air as it is his habit 
to ‘take the air’ from the crest of a wave or, when on 



shore, from a cliff. It is interesting to see how they 
immediately begin to walk awkwardly with their web 
feet with the evident intention of getting on top of some 
elevation or reaching the ‘break of the poop’ to enable 
them to ‘take off.’ We would not keep them long in cap- 
tivity but would steal up behind and, quickly picking 
them up, toss them over the rail perhaps to take the 
hook and he given another round trip which in time they 
might enjoy as a roller-coaster. 

“One blessing we always had was good health ; even colds 
were absent except in port, but, after leaving St. Helena, 
a strang affection made its appearance. Many of the crew 
began to complain that their feet were swelling. We all 
felt well during the first stages and had good appetites 
and thoroughly enjoyed the fine white rice that we took 
in as sea stores at Manila. We did not know that it was 
the terrible beriberi and that this same steady diet of 
polished rice was the cause. 

“There came a day when the second mate climbed in 
over the rail from a staging hung over the stern, where- 
he was ‘drawing’ our name and hailing port, ‘Salem,’ and 
laid down his brush. He was a fine, stalwart fellow, the 
strongest man and best ‘sailorman’ in the ship and a very 
sweet singer — our ‘chantey man.’ He was confined to his 
bunk only two days. An hour after he died he was sewn 
up in canvas, with weights at his feet, and placed under 
the forecastle head. The ensign was hoisted to half-mast, 
and the ship placed in mourning. At 8 bells, in the 
morning watch, the main yard was backed and the ship 
hove-to. Then followed the ‘call to service’ bell, and all 
hands gathered in the waist around a grating upon which, 
under the American flag, lay the body of our shipmate. 

“Men were told off to ‘stand by,’ and the solemn service 
for the burial of the dead at sea commenced. At a signal, 
the men stooped and picked up the grating, resting its 
end on the ship’s rail. When the captain came to the 
words, ‘We now commit his body to the deep,’ he raised 
his hand, the inner end of the grating was lifted, and 
the form of the second mate plunged into the sea on his 
three-mile journey to the Stygian darkness of the sea. 



floor. ‘Brace round the main yards.’ The sharp command 
relieved the tension and every man sprang with alacrity 
to the braces. Then followed days of calm while the ship 
rolled on the glassy sea, the reef points beating a soft 
tattoo on the sails. 

“At this time the sun was directly over our heads at 
noon, the decks were like hot iron and the pitch boiled 
in the seams. Almost all hands were more or less dis- 
abled. The ‘sailmaker’ was nearing the fatal stage, and 
it seemed as if another burial service was close at hand. 
We were drifting about in that calm region that lies south- 
east of Bermuda, trying to make the islands. One night 
I was sitting on the poop with feet up on the port quarter- 
bitts trying to be comfortable. Forward the crew were ly- 
ing about on the deck, it being too bot to stand the heat of 
the forecastle. Some of them were very sick men. We 
had been without steerage way for days and with the 
steady advance of the mysterious disease that affected us, 
we were thinking of that burial at sea and who would be 
the next one. 

“I was looking absently into the gloom of the horizon 
when I saw a flash. Was it imagination ? It came again. 
‘There’s the light !’ I cried. ‘Where ? Where away ?’ ‘On 
the port beam.’ All hands lined the rail and someone 
forward started the doxology, and, from stem to stern, 
that grand old hymn rang out. It was St. David’s Head 
light, at last, and the next morning the green isles of 
Bermuda lay across our bows. We were seen, and off 
came a tug. She ranged up alongside and her captain 
looked our crew over and sized up the situation. 

“‘Want a tow, captain?’ 

“ ‘How much ?’ 

“ ‘One hundred pounds.’ 

“ ‘Guess not. We will stay here a while longer.’ 
“Silence for a few minutes, then, ‘Well, captain, I am 
going in. I’ll take you for seventy-five pounds. The 
currents are pretty bad around here.’ This for a little 
tow of ten or twelve miles in a smooth sea was some nerve. 
My father had his eye on some clouds over the land, and 
to me he said, ‘We are going to have some wind from 



those clouds before noon.’ So he turned down the tow- 
boat and ‘trusted in Providence.’ We got a breeze and 
beat the tug to Five Fathom Hole, and anchored. As 
soon as we received pratique, we lowered the sailmaker 
over the side and sent him to a hospital. 

“We received assistance and fresh provisions and sailed 
for Boston. Cape Cod looked good, hut the wind was 
dead ahead, and we tacked across the bay to Thacher’s 
Island, which also looked good, but when we came about 
and headed up the bay, the wind ‘broke us off,’ and we 
headed hack to Highland Light, and our hearts went down. 
Hot for long, however, for a tug came along and took 
our hawser and soon we were docked at Lewis wharf. 

“Our ‘sailmaker’ reached Boston on crutches, three 
months later, but our second mate, our sweet singer and 
chantey man, we had left in a lonely spot southeast of 
Bermuda, 3000 fathoms deep. 

‘His form was of the manliest beauty, 

His heart was kind and soft ; 

Faithful below he did his duty, 

And now he’s gone aloft.’ ” 

Capt. W. Frank Powars. 

Captain Powars, the next commander of the Mindoro, 
was born in Salem, the son of the late Joel Powars, and 
he died in this city, Dec. 11, 1910. He graduated from 
the Phillips School, and when only sixteen years of age 
he enlisted in the 19th Unattached Company Massachu- 
setts Infantry, was transferred to the Third Massachusetts 
Heavy Artillery, and served until the company’s termi- 
nation of service. 

After the Civil War, he entered the employ of Benja- 
min Fabens and made a voyage to Cayenne. Voyages to 
all parts of the world followed. He sailed as mate of 
the barques Sachem, Priscilla, Sagadahoc, Olivia Davis 
(commanded by his brother, Capt. Charles H. Powars), 
and Doris Echoff. He was mate of the ship Humboldt, 
in which he was wrecked on one of the Paracel Islands, 
and passed through a series of most remarkable adven- 
tures, as before related in this series. He was mate of 


Built at Chelsea in 1856 

From an oil painting by an English artist, showing the ship off the Cliffs of Dover, 1857 



the ships Highlander and Sumatra, and when the latter 
was sold in San Francisco he came home across the con- 
tinent. He was then placed in command of the ship Sooloo 
of Salem, made two round voyages in her, and then com- 
manded the ship Mindoro on a similar voyage. He next 
sailed in the schooner Jonathan Sawyer, Capt. Benjamin 
O. Reynolds, with whom he was wrecked in the ship 
Humboldt. Next he was appointed boatman in the United 
States customs service of Salem and Beverly. He entered 
the employ of the Boston & Maine railroad shops on 
Bridge Street, and lastly he was general foreman at the 
Lehigh & Wilkesbarre wharf, Salem. Captain Powars 
joined the Salem Marine Society, April 29, 1886, and 
was master in 1915-1916. He married Miss Mary P. 
Gauss, daughter of Stephen Gauss, and she and her daugh- 
ter, Mrs. Ralph Arterson, reside in Salem. 

Capt. Charles Beadle. 

Captain Beadle was bom in Salem, Dec. 31, 1839, the 
son of John and Mary M. (Brown) Beadle, and he died 
Jan. 11, 1910. He was educated in the public schools, 
and graduated from the old Salem English high school 
as a member of the 25th class. Captain Beadle’s father 
was a native of Salem, and a member of the first class 
of the high school. For many years he carried on the 
business of a boat builder and ship caulker. He died in 
Salem, August 31, 1889, in his 76th year, having been 
afflicted for many years with almost total blindness. 

The son, after leaving the high school, went to sea. He 
made two voyages in the barque Hollander, Capt. Nathan 
H. Millet, to the East Indies, followed by a voyage to 
Buenos Ayres in the barque Swallow. Subsequently he 
was second mate of the ship Cyclone, Capt. Nathaniel In- 
gersoll of Salem ; mate of the ship Sooloo of Salem, Capt. 
Daniel H. Hutchinson; ship St. Paul on an East India 
voyage; mate of the barque Glide, commanded by his 
brother, William Beadle, between Boston and Zanzibar ; 
mate and master of the ship Mindoro, between Boston and 
Manila. He was deputy master of the Salem Marine 



Society, agent of the Franklin building, and secretary of 
the Salem East India Marine Society. 

Capt. J. Warren Lttscomb. 

Captain Luscomb was horn in Salem, the son of a ship- 
master, ex-Alderman Joseph W. Luscomb, and he died 
in this city, April 16, 1901, in his 64th year. A history 
of his life has already been published in “Series Two” 
of these articles. 

Capt. Benjamin C. Creelman. 

Captain Creelman was the last commander of the Min- 
doro, and he made a voyage in her between Boston and 
the East Indies. He died in San Francisco, Cal., March 
10, 1916, while en route to the home of his daughter, 
Mrs. William H. Swan, at Colorado Springs, with whom 
he spent his winters. 

He was born in Topsfield in 1837, and when a young 
man followed the sea, rising to the command of a big 
merchant ship, and sailing to the principal ports of the 
world. Most of his life he was engaged in the China and 
East India trades, and he rounded Cape Horn 43 times. 
He commanded the ship Charger and other vessels, hut his 
last voyage was in the ship Mindoro, on her last voyage. 
His death occurred after one day’s illness, with pneu- 

John Taylor. 

John Taylor, the builder of the Mindoro, died in Chel- 
sea, Sept. 22, 1877, in his 70th year. He learned his 
trade in Medford, and afterwards started in business as 
a member of the firm of Foster & Taylor, whose ships 
numbered some of the best specimens of naval architecture 
known in those days. In 1851, Mr. Taylor removed to 
Chelsea, where he established himself in business and 
pursued his occupation with great success. He turned out 
ships with remarkable rapidity at one time, when ship- 
building had received a great impetus from the California 
“gold fever.” During one year he launched nine ships from 
his yard. He built in all eighty ships during his business 



career. Among them were the fine ships Witchcraft and 
Syren in 1851 ; Malay in 1852 ; Aurora in 1853 ; Derby in 
1855; Sumatra in 1856; Sooloo in 1861; Mindoro in 
1864; and Formosa in 1868. When the subject of ship- 
ping was under consideration at the Massachusetts State 
House, he gave his views at considerable length, and 
showed that Americans, if relieved from onerous taxation, 
could successfully compete with all other nations in build- 
ing and running ships. Mr. Taylor was a deacon of the 
First Congregational Church, Chelsea, and was much 
esteemed for his geniality and great social qualities. 




One of the good, modern ships of Salem was the second 
Sooloo, which was huilt at East Boston in 1861, by John 
and Justin Taylor, father and son. She was a worthy 
successor of the first ship Sooloo , which was lost on the 
coast of Sumatra, May 11, 1855. The ships were owned, 
hy Silshees, Pickman & Allen, of Salem, and each made 
many and long voyages to the East Indies. The accom- 
panying picture of the second Sooloo is a copy of the oil 
painting hanging on the wall of the Marine room of 
the Peabody Museum of Salem, the gift of the artist, the 
late Charles Torrey, of Brookline. 

The Sooloo was built just before the Civil War, when 
everything that entered into her construction was low 
priced. In fact, she was the smallest cost ship ever 
owned hy the firm, and also one of the very best. As 
she passed out by Boston light on her first voyage, the 
total cost of everything, including sails, was $55,079.97. 
The writer saw the detailed account of the same, and so 
speaks with first-hand knowledge. 

The ship sailed on her first voyage June 1, 1861, Capt. 
Charles H. Allen, Jr., for San Erancisco, and arrived 
there Hov. 8, 1861. Erom there she went to Mazatlan, 
Mexico, Bremen and Hew York, arriving at the latter 
port, Oct. 14, 1862, completing the voyage in 16 months 
and 13 days. 

Charles E. Davidson of Boston, who was a hoy on the 
Sooloo, wrote in the Boston Journal of Dec. 1, 1892, 
thirty years afterwards, as follows, of this voyage: “We 
reached San Francisco after a passage of 159 days. Off 
the coast of South America, the ship encountered a cyclone 
which threw her on her beam ends, the crew holding on 
to the rigging for their lives, and looking down upon what 
they thought would be their death in the sea, which was 
even with the hatches fore and aft. If I remember rightly, 
hut one vessel was seen during the passage, which was 
off Cape Horn, where we saw the land for the first and 
only time until we reached San Erancisco. 





SHIP " SOOLOO," of Salem 
784 tons, built at Boston in 1861 



“Here, the cargo of coal, railroad iron rails, etc., in 
the hold, doors, sashes and blinds between decks, was dis- 
charged. This peculiar, hut splendid cargo, was the only 
thing that kept her from going bottom-up during the cy- 
clone, tornado or whatever it was. 

“From San Francisco we went to Mazatlan, Mexico, 
where we lay at anchor a few days, thence up the Gulf 
of California to Buena Vista, although no hut or resem- 
blance of civilization could be seen there. Here we lay 
many days in an open roadstead, several miles from dry 
land, and took aboard a cargo of dyewood, with the usual 
accompaniment of scorpions, lizards, tarantulas, etc., that 
are always found in dyewood. 

“Our destination from this place was Cork, Ireland, 
which we reached after a long and tedious passage, made 
necessarily so, as I was afterwards told, by taking a new 
route, out of the regular track of vessels, where we had 
very unfavorable weather, in order to keep out of the way 
of Rebel privateers, which at that time were destroying 
American commerce. 

“At Cork, we discharged a quantity of silver bullion 
and coin, which made up part of our cargo. Oh, what a 
haul the old Alabama would have had had she captured 
the Sooloo! 

“Our next port was Bremerhaven, which we reached in 
a few days. Here we discharged the cargo of dyewood, 
and sailed for home. In about 30 days we sighted Cape 
Cod, which we soon rounded, and went sailing up the bay 
with a fair wind. The captain, mate and myself, by the 
way, were the only ones who had made the round voyage, 
and we were light-hearted with thoughts of reaching home 
before night, and joining those whom we left 15 months 
before, when down came the pilot boat, and aboard came 
the pilot with orders to proceed to Hew York, where we 
arrived six days later. This is a brief description of 
the maiden voyage of the old ship Sooloo , which now lies 
at the bottom of the sea.” 



Capt. Daniel H. Hutchinson. 

On her second voyage, Capt. Daniel H. Hutchinson of 
Salem was master, and the trip was between Hew York, 
Hong Kong, Manila and Boston. 

Captain Hutchinson sailed her on her third voyage, 
between Boston, Melbourne and Calcutta, making the run 
from Melbourne to Sand Heads in 36 days, the quickest 
passage on record, and arriving at Calcutta, July 26, 1864. 
While at Calcutta, with several other ships, she was driven 
ashore Oct. 5, during a borer, but owing to the excellent 
seamanship of her commander escaped with little damage, 
and through his splendid management was the first ship 
to get into dry dock, thus meeting with but little expense 
in consequence. From Calcutta, she went to Bombay, 
then back to Calcutta, thence to Boston, where she arrived 
Sept. 23, 1865. 

On her fourth voyage, Captain Hutchinson in command, 
she sailed from Boston, Hov. 7, 1865, for Hong Kong. 
She arrived at her destination and discharged her cargo ; 
sailed for Manila, where she arrived, loaded a cargo of 
sugar, and sailed for Boston. On her way down to 
Anjier, after threading her way among various islands 
and reefs, she was suddenly confronted by a reef of low 
visibility and known as the Horth Watcher. The danger 
of losing the ship was imminent, but Captain Hutchinson 
and his first officer, Charles Beadle, a native of Salem, 
were equal to the situation. Orders came thick and fast, 
to which the crew responded with alacrity. Every effort 
was made to clear the reef, but it was impossible, and the 
vessel struck and remained fast. Anchors and kedges 
were run out, and the ship was moved a very little. She 
pounded hard for a while, and pieces of the keel came to 
the surface. She finally worked off, leaking badly. Her 
rudder was also damaged. Captain Hutchinson bore up 
for Batavia, the pumps being kept constantly going, in 
order to keep her afloat. The port was reached in a few 
days, the entire cargo was discharged, and the ship re- 
paired. She reloaded her cargo and sailed for Boston, 
where she arrived Feb. 14, 1867. On arriving home. 



Captain Hutchinson spoke in the highest terms of his 
first officer, Mr. Beadle, and the owners subsequently 
made the latter master of their ship Mindoro. 

Captain Hutchinson commanded the ship on her next 
three voyages, which were to the East Indies. He was 
then transferred to the firm’s ship Mindoro, retiring from 
the sea after arriving home from one of his voyages in 
her, on account of illness. 

Mr. George H. Allen, one of the owners, in speaking to 
the writer, said : “Captain Hutchinson was one of our 
best captains. He was a remarkable shipmaster, with rare 
presence of mind, always cool and the man for an emer- 
gency. His handling of the Sooloo when she was driven 
ashore in the borer at Calcutta and when she struck on 
the reef near Java, displayed the very best seamanship 
and won the highest commendation of the underwriters. 
He retired full of honors in his profession. On his return 
from one of his voyages the papers spoke of his ship as 
looking as clean and bright as a yacht and said that he 
brought home with him every member of the crew that 
started with him — a most unusual occurrence. 

All of the remaining voyages of the Sooloo were to the 
East Indies. Captain John H. Shatswell of Ipswich, who 
was mate with Captain Hutchinson on the ninth voyage, 
succeeded him on the tenth, and commanded her three 
voyages; Capt. Charles H. Allen, Jr., of Salem, was her 
commander on the 13th, 14th, 15th, 16th and 17th voy- 
ages, and on her last two voyages, the 18th and 19th, 
Capt. W. Frank Powars of Salem sailed in command. 

Capt. W. Frank Powars. 

A sketch of Capt. W. Frank Powars was given when 
he was master of the ship Mindoro. 

Capt. Edward E. Powars. 

When the ship Sooloo arrived at Hew York, June 14, 
1884, Capt. Allen reported that the mate, Edward E. 
Powars, dropped dead of heart disease, at sea, March 26, 
at night, on the homeward passage from Manila. The 
body was buried at sea. Captain Powars was a native of 



Salem, and was in his 47th year. He graduated from 
the old Phillips school. With the exception of a few years- 
spent in the army during the Civil War, he had followed 
the sea from boyhood. He sailed as captain in the employ 
of C. E. & B. H. Fabens on South American voyages, 
and for several years was mate of ships owned by Stone, 
Silsbees, Pickman and George H. Allen, and had been 
the last eight years of his life mate of the Sooloo. He 
was regarded by his employers as a thoroughly trust- 
worthy man. He served his country faithfully as a mem- 
ber of Company H of the gallant old Nineteenth Massa- 
chusetts Regiment, being mustered in Dec. 1, 1862, and 
reenlisting Dec. 21, 1863, for three years; but the follow- 
ing year a call being made for men in the United States 
Navy, he was transferred to the U. S. Ship Merrimack. 
He was aboard of that vessel, when all hands were taken 
off by a passing steamer, a few moments before the ship 
sank, the disaster occurring some six hundred miles from 
land. He continued in the Navy until honorably dis- 
charged. He left a widow and three children. 

When the Sooloo , Capt. W. Frank Powars, sailed from 
Boston, Oct. 4, 1884, for the East Indies, she finished 
loading Oct. 3, shipped her crew without advance wages 
in season to clear in the afternoon, and sailed without 
trouble or detention, Oct. 4, at 10 A. M., being the first 
ship to receive her crew and sail direct from the wharf 
since the enforcement of the new Dingley law. Many 
vessels bound to sea have recently anchored in the stream 
and taken their crews in small numbers, as they could get 

Writing home from Manila on his first voyage, Captain 
Powars said : “I almost believe that the Sooloo could find 
her own way out here (Manila) alone, so many times has 
she been over the route. We have had fine weather all 
the way and I have had to settle the topsail yards but 

On her last voyage (her 19th) on the passage home she 
was run into, May 21, 1887, by schooner Messenger, 
from Salem, May 19, for Port Royal, S. C. The collision 
occurred during a thick fog, at 5 P. M., 70 miles E. S. E. 



of South Shoals lightship. The Sooloo lost foretopgal- 
lantmast, main and mizzen topmasts, with everything at- 
tached, several stanchions and chain plates were broken, 
bulwarks stove on starboard side, and the hull received 
slight damage. The Messenger lost jibboom and foretop- 
mast, but was not otherwise injured, and she lay by the 
ship all night, in order to render assistance, if needed. 
The Sooloo was towed into Vineyard Haven, and from 
there to Boston. 

The Sooloo was subsequently sold to the Boston Tow 
Boat Company, and was converted into a coal barge. She 
made several voyages between coal and eastern ports, and 
while deeply loaded with coal, and in tow of a tug, sank 
■off Pollock Rip shoal, Nov. 15, 1892. 

And that was the end of the good ship Sooloo, which 
had served her owners so well, and which for nineteen 
consecutive, long, deepwater voyages, had sailed the ocean 
blue, and had carried the name of Salem, to quote the 
motto of this old municipality, so well expressed on the 
'City Seal, “To the farthest ports of the rich east.” 




Capt. Stephen P. Bray, who died in Hewburyport in 
1897, was, as has been stated, the commander of the 
ships Mindoro and Panay, owned by Silsbees, Pickman & 
Allen, of Salem. He entered the employ of the firm as 
mate of the Mindoro, then commanded by Capt. Benja- 
min 0. Reynolds. By his ability, his intelligence, being 
possessed of a very active mind, and his honesty, he soon 
won the confidence of the firm, and they promoted him to 
master on the first opportunity. When the ship Panay 
was built he was made master of her, and for seven 
consecutive voyages sailed her to Australia and the East 
Indies. On the eighth voyage of the ship, he remained at 
home to enjoy a well earned rest, and his first officer,. 
J. Warren Luscomb, took command. On the ninth and 
tenth voyages he was again master of the ship, and it 
was on the tenth voyage that she was wrecked on the 
Island of Simara. Captain Bray, on his return to Amer- 
ica gave up the sea as a calling. 

In this connection, it is interesting to state that the 
new ship Iceland sailed from Boston at the time that 
the Panay sailed on her first voyage. The Iceland was- 
never heard from again, and it is supposed that she foun- 
dered in the Gulf Stream, as the Panay there experienced 
a terrific gale. Her new rigging slackened, and it was 
thought that her masts would be snapped out of her. But 
Captain Bray’s skillful seamanship saved the vessel and 
the lives of her crew. 

The letter of Captain Bray, describing the loss of the 
Panay, is here published. It was not written for publi- 
cation, hut in the privacy of business, but is too inter- 
esting a story to be withheld from the public. 

“Manila, July 31st, 1890. 
“Messrs. Silsbees & Pickman, 

“Dear Sirs: — It is my painful duty to report the losa 
of your ship Panay under the following circumstances: 
On the fourth inst., I was notified by Mr. Murray, of 
Ker & Co., that the ship was chartered to load sugar at 



Iloilo for Hew York, and requested to use all despatch in 
reaching her loading port. I bought the necessary ballast, 
shipped six new men, and made a bargain with Macleod 
& Co. to tow the ship to Iloilo for $400. We left this port 
in tow of steamer Taurus at 4.15 P. M. of the 10th inst. ; 
everything went well until the night of the 11th, at 10 
P. M. We were between the islands of Mastro De Campo 
and Banton, and the steamer set her fore and aft sails 
and whistled for us to do the same. We set all stay sails, 
jib and spanker, wind freshening from S. W. at the time 
and a nasty short sea making. With sail and steam we 
were making about four knots per hour, and the course 
was S. E. % S., but the steamer kept up S. S. E. and I 
had no idea but that we should get along all right. At 
12 steamer headed up South, and we hauled down fore- 
topmast staysail and jib to make the ship steer better. 
At 4 A. M. of the 12th, the South point of Simara bore 
S. E. We were still making headway and I supposed 
the captain of the steamer knew more about the currents 
than I did, though I wondered why he should persist in 
going to windward of a small island when it was a very 
easy matter to keep off and go to leeward without in- 
creasing the distance. 

“At 4.15 he blew his whistle, noticing the ship was 
close to the shore. I supposed he meant to haul up to 
the westward, so hauled down the fore and aft sails, and 
sent the mate forward to see what the steamer was doing. 
A few minutes after, the steamer blew one short blast and 
from the forecastle the mate shouted, ‘He has let go our 
lines, sir.’ I said, ‘Are you sure?’ Mate said, ‘Yes, sir. 
The lines are gone.’ I started to go forward, and just as 
I stepped on the forecastle ladder I saw the ship’s head 
was paying off towards the shore, so gave the order, ‘Hoist 
foretopmast staysail and jib.’ ‘Helm hard up.’ ‘All 
hands on deck.’ ‘Loose lower top sails, cut the gaskets, 
don’t stop to cast them off, square the afteryards.’ 

“The ship was heading south when the steamer let us 
go, and right under our lee was the west point of the 
island, where the sea was breaking masthead high. I 
knew that if we struck, there was no hope for the ship 



and very little for anybody on board. But if we once 
cleared the point we might be able to wear round in 
safety. We cut tbe hawsers, the ship paid off enough 
to clear the point, but she had very little way, and the 
tide and wind were both on shore, and she struck on a 
reef about two ship’s lengths off the beach, at 4.30 A. H., 
and soon slewed round broadside to wind and sea, and 
with every roll went up higher on the reef. We sounded, 
found 12 feet all around her, put a boat out at once (after 
drawing up sails), and sent the second mate in her to 
sound ; found three fathoms a ship’s length to the west- 
ward, the same distance further west 10 fathoms, and a 
very little further, no bottom, with 40 fathoms of line. 

“At daylight, sent on board the steamer, to see if he 
had a hawser and would attempt to pull us off. He re- 
ported that his largest one was a five-inch, but he sent his 
boats to pick up our lines that were floating up the strait. 
Calling the boat back, I got into her and went on board 
the steamer, to see if anything could be done. Asked the 
captain if he could pull the ship off and tow her to Manila. 
Just before leaving the ship, the carpenter reported two 
feet of water in the well; and as we were beating into 
a worse position, I let go the anchor. The captain of 
the steamer told me, if I would give him my big hawser, 
he would try and pull us off and tow the ship to Lagui- 
manoe as the nearest safe anchorage. I told him I would 
slip the anchor, so I went on board, got up the nine-inch 

“The steamer made one attempt to run a hauling line 
to us, but failed. He then set the signal, ‘J. K.’ ‘The 
attempt is dangerous,’ followed it with H. D., ‘I must 
abandon the vessel’ ; P. H. Q., ‘According to orders.’ I 
then asked, ‘Will you take the captain to Manila?’ He 
set his answering pennant, and steamed away south. I 
then run out a kedge anchor to the outside of the reef, 
and with a new four-inch line, tried to heave her off, but 
could not start her an inch. Sounded the pumps, found 
three feet and the water outside had fallen to nine feet. 
Sent all hands to breakfast, while I did a little thinking. 
All this time the ship was rolling heavily, and at times 


Silsbee, Pickman & Allen, Owners 
Stephen P. Bray, Master, 1877 



would lift lier whole length and pound very hard, large 
pieces of the shoe had come up, and at 9 A. M. I noticed 
the rudder braces were gone. 

“After breakfast, noticing a number of natives on the 
beach and with them several people in uniform, I sent 
the mate on shore to see if assistance could be obtained. 
He reported that the officer in charge was a Spaniard and 
would do all he could for us. I then went on shore my- 
self, taking a Manila sailor with me as interpreter 

“The officer in charge and the captain of the Pueblo 
both told me that the tide was falling, and at low water 
the reef would be bare, and the ship probably on her 
beam ends, so I decided to land everybody on the beach 
with what provisions we could pick and wait events ; pro- 
ceeded to do so and when the last boat left the ship at 
11 A. M. there was six feet of water in the hold; found 
one small house near by which the officer had cleared out 
for our use, the men camping out in a cocoanut grove. 
By dark the ship had listed to starboard (off shore) about 
four streaks and was rolling with every heave of the sea. 
At daylight the next morning (13th) I went on board. 
The sea was smooth ; the ship laid much quieter than 
the day before and had settled on her starboard bilge 
with lower chain plate holts in the water. I found the 
water in the hold was the same height as outside the 
-ship and most of the sound ballast washed away; spent 
the forenoon landing provisions and water ; also some 
■spare sails to make tents for the men; unshipped the 
galley stove and took that on shore also. 

“At 9.30 the steamer Churruca hove in sight. She saw 
us and came as close in shore as possible ; sent a boat in 
charge of an officer who was accompanied by Mr. James 
Macleod of Iloilo. They asked if they could render any 
assistance; said they could not attempt to pull the ship 
aft ; did not think she could be got off, but they would 
fake me to Iloilo or give me anything I wanted in the 
shape of provisions. I thanked them, told them we had 
■enough to eat. My own intention was to reach Manila as 
soon as possible, so that I could communicate with my 
■owners. Mr. Macleod said there was no steamer up for 



some days and that I would be saving time by going with, 
them. I did not want to leave the island till I bad seen 
that everything bad been done for the crew, so bid them 
goodbye, spent the rest of the day building tents for the 
men and for stores till 3.30 P. M., when a steamer came 
round the point steering north. Got into the boat with 
a few clothes and went out to her. She proved to be the 
Taurus back again. Had been into Romblon and procured 
two hawsers from another steamer. It was nearly low 
water. I struck the boat twice in crossing the reef, so- 
concluded as the steamer was bound to Iloilo I would go 
in her. Left at once and arrived at Iloilo about 4.30 P. M. 
on the 14th. Pound a small steamer, the Camguin, was 
to sail for Manila the next day; at once engaged passage 
in her and arranged with the agents to have her stop at 
the wreck for a few hours if the weather permitted. 

“On the 15th I noted a protest with the Consul in the 
afternoon. The captain of the port sent for me and 
asked if I wished to make a declaration. I told him no, 
but was ready to answer any question be might ask. He 
asked a few simple ones, as to the time and cause of the 
disaster, my opinion as to possibility of avoiding it. All 
of which be required me to sign. On consulting the agents 
of the steamer, I decided that if she left at daylight the 
next morning she would arrive at the ship early next 
day, otherwise she would be obliged to lay to all night. 
Left Iloilo at 5.30 A. M. of the 16th, arrived off the 
wreck at daylight next morning, went on shore, found 
the ship in the same position, hut the lower part of the 
stem was split and the planks of starboard side amidships 
appeared to be bulging out. Mate informed me that on 
Monday and Tuesday he had been able to work half the 
day and he had landed all the sails and some rope. On 
Wednesday the sea was so high he could not get off to- 
the ship. I had intended to take away some of the most 
valuable personal effects by this steamer, but the sea was. 
so high I could not do it. So I only took away the car- 
penter and three men and only what clothes they could 
put in their bags. 

“I arrived at Manila at daylight on the 18th. Reported 



to Ker & Co. at once. Found the loss of the ship had 
been reported by a steamer the day before and you had 
been advised by wire, although they had no particulars 
here. Wired you at once as follows, ‘Panay Captain ar- 
rived here today ; everybody saved ; vessel lays very badly 
and is full of water ; see no prospect of getting vessel off. 
Mate is engaged saving stores, waiting instructions before 
further action.’ I then went to the TJ. S. Consul ancf de- 
posited ship’s papers and gave instructions for extending 
protest. On the 19th, the protest being ready, I signed 
it together with the carpenter and three seamen. Two of 
the men wished to be discharged at once, and as the 
steamer was leaving for Hong Kong the same afternoon, 
I paid them off and they left by steamer. Sunday, 20th, 
at 1 P. M., I received the following from you, ‘Consult 
the agent of National Board (of underwriters) to co- 
operate (with them). Make a contract compensation only 
on condition that vessel is saved.’ Finding that Mr. Mur- 
ray was the agent in question, I called on him at once 
and after consultation sent the following: — ‘No contract 
possible just now. My opinion is, proceed immediately 
to wreck with surveyor. Immediate reply required.’ That 
morning I sent a letter to each of the steamship agents 
to see if either of them would make a contract on the lines 
proposed ; have received replies from two of them saying 
in effect that they could not think of such a thing; since 
then have been trying to charter a steamer to go down to 
the wreck and bring up the crew and all salvage possible. 
There is only one steamer now in port that is suitable. 
On the first application her agents refused, as she could 
not be taken off her regular trips to Sorsogon ; but they 
said that they would have another boat on Friday that I 
could have for $150 per day. I was anxious to get away 
as soon as possible, so got hold of the consignee of the 
cargo by this steamer and found she could afford to lose 
one trip ; went back to the agents and was told that they 
were willing to oblige me, but as the principal owner 
lives at Sorsogon, they must get his consent. They wired 
him at once and we shall get a reply as soon as possible. 
This particular steamer would suit better than any other 



I know, as she has a captain of experience and nerve. The 
service is not dangerous, hut a man that knows his business 
can so handle his steamer as to make it easy for us to 
reach him with our boats. I found the captain of the 
Camiguin was not up to it. He kept his vessel so far 
out to sea that we should have swamped every loaded boat. 
I don’t know that we shall be able to bring all the stuff 
off the island. The ship lays on a dead lee shore, and 
though we have not had much difficulty in landing every- 
thing under her lee, it is quite another matter launching 
loaded boats in a heavy surf. Still, I must go there for 
the men. I shall take down with me the surveyor for 
Lloyds and a man from Ker & Co. to represent the Na- 
tional Board. 

“July 23rd. — Have been three days trying to charter 
a steamer to go down to the wreck, but without success. 
Am still on the lookout. Manila, 24th July. — I am leav- 
ing this day for the wreck, have been all the time since 
Monday trying to charter a steamer and Tuesday night 
supposed I had one at $150 per day to proceed to the 
wreck and bring up all the people and salvage. Yesterday 
morning was told that the owner in Sorsogon would not 
give his consent to the charter. Spent the forenoon look- 
ing for another, could not get the promise of one to leave 
here before Saturday, and I was fairly discouraged. Bind- 
ing that the Gravina was advertised to sail today for 
Iloilo and Cebu, I went to the office of the agents to see if 
they would take a letter for me to Mr. Cleveland, the 
mate, and before I left there had made the following bar- 
gain. They are to take me, the surveyor and an inter- 
preter to the Island of Simara and land us there, then on 
the return of the steamer, pick us up with all the crew 
I care to take and our personal effects for the sum of 
$300. If the weather will not permit the steamer to 
take us on board on her return, $100 is to be returned 
to me. 

“The weather has been fine here for the past two days. 
Everybody predicts a ‘Colla’ when the moon changes. I 
hope to reach the ship before that. I think it would cost 
at least $40,000 to get the ship off and repair her. There 



are no wrecking appliances here as at home. There is 
a steamer pump which could be had for about $50 per 
day, but I would have to buy a boiler and insure the 
whole plant for its full value. The ship has been 12 
days on a coral reef, bilged, lower part of stem gone, and 
the lower rudder traces, and the water the same height 
inside of her as outside, and she rolls and grinds with 
every heave of the sea. I believe it is possible to tow her 
off the reef at the top of high water, provided the sea is 
smooth enough to get lines to her. But I think she would 
sink before we could tow her here, and if we should meet 
had weather the case is hopeless. I have tried my best 
to make bargains. Everybody has been kind to me here. 
Ker & Co. have had the whole force of the office employed 
in some way or other in your interest, and Mr. Murray 
has given me his whole time. I leave this afternoon, and 
shall probably be gone a week, and will do all that is 
possible to save the ship or if she must be abandoned will 
still leave the mate with a sufficient force to guard the sal- 
vage till it can be sold. 

“I remain, 

“Your obedient servant, 

(Signed) “S. P. Bray.” 

A history of Captain Bray has been given in connection 
with the ship Mindoro. 

A synopsis of her several voyages, and the account of 
her loss, follows: — 

Eirst Voyage. — Launched at East Boston, June 25, 
1877. Built by Justin E. Taylor for Silsbees, Pickman & 
Allen of Salem, 186 ft. 7 in. length; 37 ft. beam; 23 ft. 
2 in. depth, at a cost of $74,582.75, including outfits. 

September 12, 1877, sailed from Boston under com- 
mand of Capt. Stephen P. Bray, of ISTewburyport, for 
Melbourne with 2124 tons cargo; thence to Iloilo and 
returned to Boston with 1500 tons sugar, arriving Sept. 
25, 1878. Absent twelve months, thirteen days. 

The ship Panay was built for Silsbees, Pickman & Allen, 
of Salem, in East Boston, and was launched in fine style, 
June 25, 1877, from the yard of Justin E. Taylor, near the 



Meridian Street Bridge, East Boston. Several Salemites, 
the writer among them, were aboard the ship when she slid 
from the ways, and gracefully entered her element, amid 
the roar of whistles of steamers and tugs in the vicinity and 
the cheers of the spectators. The tide was not as high as 
anticipated, and her headway was stopped as she entered 
the soft mud of the bottom of the harbor. Attempts were 
made to roll her, so that she would make a cradle for 
herself, and then could be hauled out by the tugs. It was 
of no use, however, and she was obliged to remain over one 
tide. The calamity howlers predicted all sorts of gloomy 
things for the ship, because of this mishap on her natal 
day, but she came off all right on the next tide. The 
“rolling process” consisted of all on deck running across 
the deck from one side to the other. 

The ship was 190 feet and six inches long on deck, 
36 feet extreme breadth of beam, and 23 feet depth of 
hold, including eight feet height between decks, ten inches 
dead rise at half floor, six inches rounding or swell of 
sides, five feet sheer graduated her whole length, and 
she was 1100 tons, carpenter’s measurement. Her frame 
was selected, seasoned white oak, her planking, ceiling 
and deck frames hard pine, and her deck floors selected 
white pine. 

She was square-fastened throughout, butt and bilge 
bolted with yellow metal, thoroughly treenailed with locust ; 
all of her ceiling was scarped, the thick work bolted 
edgeways; her hanging knees and breasthooks were iron, 
bolted through all, thus giving her great stowing capacity, 
and she was well ventilated and seasoned with salt. She 
had all the modem improvements ; was built by the day 
and was as strong as wood and iron could make her. She 
was finished in the best style of workmanship, and no ex- 
pense was spared in her construction to make her all that 
a ship ought to be. 

She was a medium clipper model, designed to sail fast 
and to carry well. She had a neat billet head carved and 
gilded, an oval stern, rounded in the wake of the monkey 
rail, and clean lines fore and aft, with a long, buoyant 
floor. Her bottom was sheathed with yellow metal, the 



hull outside painted black, and inside her houses and 
bulwarks a pearl color. All her accommodations con- 
sisted of a house abaft the foremast for the use of the 
crew, galley, carpenter shop, etc. A cabin house, finely 
finished, built into a half poop, was conveniently arranged 
for the comfort of the captain and officers of the crew, 
with dining room and after cabin, all nicely furnished. 
She was a full rigged, double-topsail-yard ship, with wire 
standing rigging, and in all her details was one of the 
best arranged ships ever built in Boston, and her work- 
manship reflected the highest credit on her talented 
builder, Mr. Taylor. After being metalled, she was towed 
to Lewis wharf, and there loaded in Henry W. Peabody 
& Co.’s line for Melbourne, Australia. 

The Panay sailed from Boston on her first voyage, Sept. 
12, 1877, for Melbourne. A large party of Salem people 
went down in her below Boston light, and left her at 2.30 
P. M., making sail fast, after which they went back to 
Boston in the tug. The vessel arrived at Melbourne, Dec. 
23, 1877, making the passage in 100 days. Soon after 
leaving port, “the ship encountered a hurricane of unusual 
force and severity,” Captain Bray wrote home to his 
owners, but received no damage. 

The day after the Panay sailed from Boston, the new 
ship, Iceland, started from the same port for Bombay. 
She was commanded by Capt. Charles L. Gardner of 
Chelsea, a gentleman well known in Salem, having rela- 
tives here. Ho word has ever been heard from the Ice- 
land to this day, and it has always been the opinion of 
seafaring men and her owners that she went down in the 
hurricane encountered by the Panay. The Iceland was 
one of three stout ships built in Boston for the Tudor Ice 
Company for their East India trade. She was a superior 
built ship of 1178 tons register, and was valued at 
$75,000. The other ships were the Iceberg and the Ice 
King, each of which sailed the ocean many years. 

Captain Gardner was an experienced and skillful navi- 
gator, and sailed out of Boston many years in the employ 
of William F. Weld & Co. His ability to meet and over- 
come the dangers of the sea had been tested on many 



previous voyages. If good seamanship could have saved 
the vessel, there can be no doubt but that Captain Gardner 
did everything in his power. 

A resume of eight following voyages to the East Indies 
is as follows, with a full description of her loss on her 
tenth voyage, on the island of Simara, one of the small 
islands of the Philippine group, while on the passage 
from Manila for Iloilo, in tow of steamer Taurus. 

Second Voyage. — October 19, 1878, sailed from Boston,. 
Capt. S. P. Bray, for Rio de Janeiro with cargo of ice; 
thence in ballast to Manila and Zebu, returning to Boston 
with 5060 bales hemp and 800 tons sugar, arriving De- 
cember 29, 1879. Absent 14 months 10 days. 

Third Voyage. — April 21, 1880, sailed from Hew York, 
Capt. S. P. Bray, for Yokahoma with 28,251 cases oil 
and 658 tons merchandise; then to Manila, returning to 
Hew York with 7743 bales hemp, arriving April 18, 1881. 
Absent 11 months 28 days. 

Fourth Voyage. — May 18, 1881, sailed from Hew York,. 
Capt. S. P. Bray, for Hagasaki, Japan, with 35,000 cases 
oil; thence to Hong Kong and Manila, returned to Bos- 
ton with 7574 bales hemp, arriving September 2, 1882. 
Absent 15 months 15 days. 

Fifth Voyage. — Hovember 1, 1882, sailed from Boston, 
Capt. S. P. Bray, for Iloilo with 30,000 cases oil, returned 
to Boston with 1500 tons sugar, arriving October 15, 
1883. Absent 11 months 15 days. 

Sixth Voyage. — December 13, 1883, sailed from Bos- 
ton, Capt. S. P. Bray, for Iloilo and Manila with 30,000 
cases oil, returned to Boston with 14371/2 tons sugar, 
arriving February 25, 1885. Absent 14 months 12 days. 

Seventh Voyage. — Hovember 15, 1885, sailed from Bos- 
ton, Capt. S. P. Bray, for Iloilo and Manila with 33,000 
cases oil, returned to Boston with cargo 7437 bales hemp, 
arriving April 27, 1887. Absent 17 months 12 days. 

Eighth Voyage. — June 6, 1887, sailed from Boston, 
Capt. J. Warren Luscomb, for Iloilo and Manila with 
33,000 cases oil, returned to Boston with 1437% tons 
sugar, arriving May 5, 1888. Absent 10 months 29 days. 

(To be continued ) 




VOL. LXI — APRIL, 1925. 

Issued Quarterly 





The Historical Collections are published quarterly with illustra- 
tions, each volume containing a complete index. Subscription 
93.00 per annum. 

Entered at the Post Office in Salem, Massachusetts, as second class matter. 

The Essex Institute disavows responsibility for the positions taken by contributors 
to its pages. 


1. Notes from Memorandum Book of John Stone, Deacon of 

the First Church, Salem. ( Continued .) ( Illustrated .) 97 

2. Three Generations of Silsbees and Their Vessels. By 

Martha Williamson Forsyth Duren. ( Continued .) 
(Illustrated.) 113 

3. Salem Vessels and Their Voyages. By George Granville 

Putnam. (Continued.) (Illustrated.) .... 129 

4 . Blockade Running During the Civil War. By Francis B. 

C. Bradlee. (Continued.) (Illustrated.) . . . 153 

6. Old Norfolk County Records. 177 

6. The Burnap-Burnett Genealogy. By Henry Wyckoff 

Belknap. (Continued.) . . 185 


By George Granville Putnam. 

Figuring prominently in the East India commerce after the Revo- 
lution, was the Pepper Trade between Salem and the Island of Su- 
matra, — a trade marked by romance, pathos, tragedy and prosperity. 
Likewise, the trade with Calcutta, East Coast of Africa, Madagascar, 
and the Philippine Islands was an important source of revenue for 
Salem Merchants. 

Mr. Putnam, who is an authority on Salem shipping, has gathered 
from old newspapers and other sources the story of the sagacity 
and heroism of the men of Salem and nearby towns in bringing 
their valuable cargoes to this port, interspersed with anecdotes of 
thrilling adventures. 


160 pp. with Index; 8vo.; 43 full-page illustrations, comprising 75 
separate pictures. Blue boards. Price, postpaid, $3.50. 


154 pp. with Index ; 8vo; 37 full page illustrations, comprising 
70 separate pictures. Blue Boards. Price, postpaid, $8.50. 

SUPPRESSION, 1820-1832. 

By Francis B. C. Bradlee. 

This new story by the well-known author of books on marine 
subjects, is one of the most thrilling and absorbing yet published. 
Indeed, it is the first published work giving a complete history of 
this nefarious practice in the West Indies, which for years menaced 
American commerce until the Government took a hand in its sup- 
pression in the 1820’s. There is considerable local flavor in the 
stories of the capture of vessels belonging to Salem, Marblehead, 
Newburyport, Boston, and other New England ports. 

In addition to a list of American vessels attacked by pirates is a 
history of Slavers engaged in the lucrative business of bringing into 
the United States thousands of negroes to be sold at enormous profit 
to their owners. 

S29pp.; with Index; 8vo.; 37 full page Illustrations. Red cloth. 
Price, postpaid, $5.00. 

Address : 


Salem, Mass. 

New Catalog of all Publications of the Essex Institute sent on 

1781 - 1849 




Vol. LXI April, 1925 No. 2 


From the Original in the Possession of 
John Robinson. 

Deacon John Stone was horn in Reading, Massachu- 
setts, 9 July, 1781, and died in Salem, 22 November, 
1849. His father, Rev. Eliab Stone (1737-1822), was 
graduated at Harvard College in 1758, and on May 20, 
1761, was ordained pastor of the Congregational Church 
at Reading, where he remained for sixty-one years and 
until his death, 31 August, 1822, in his eighty-sixth year. 
In the direct ancestry were Lieut. Micah, Daniel, Deacon 
Daniel, Elder John and Deacon Gregory Stone (1592- 
1672), the immigrant from Great Bromley, Essex, Eng- 
land, “where for many generations the Stones had tilled 
the lands held by leases of various forms from the man- 
orial landlords.” 

Deacon Gregory Stone came to America in 1635, located 
for a while at Watertown and finally settled and built his 
home in Cambridge, on the southern side of the present 
Garden Street, a few rods beyond the site of the Wash- 
ington Elm. He brought from England with him his 
second wife (Widow Lydia Cooper), his six children and 
two step-children, one of whom, John Cooper, in 1657, 
built the house on Linnean Street, Cambridge, now owned 
by the Society for the Preservation of New England 
Antiquities. A venerable elm on the Gregory Stone home- 
stead lot, set out in continuation of the row of which the 

( 97 ) 



Washington Elm was one, survived until 1918; a court 
cupboard, said to have been his, is now in possession of 
the Concord Antiquarian Society; a “winscot Cubard” is 
included in the inventory of his estate in December, 1672. 

The entries are all carefully made with ink in a memo- 
randum book, 6 by 8 inches in size, of rather heavy paper, 
with dark paper covers; they begin in 1807, when Deacon 
Stone became a member of the Church, and end with his 
retirement as a deacon in 1847. It would appear that 
it was the custom of the church that a deacon should ac- 
company the minister when attending church functions, 
christenings, etc. 

Deacon John Stone, who thus came of a long line of 
church officials, was a Deacon in the First Church in 
Salem. He married, 9 November, 1806, Catharine Dodge 
(1782-1818), the daughter of Israel and Lucia (Picker- 
ing) Dodge. On 2 May, 1819, he married Mary Hodges 
(1791-1869), the daughter of Jonathan and Elizabeth 
(Hopes) Hodges, — all of Salem. • 

As a youth he was employed in Boston, but at twenty- 
one years of age he came to Salem, where he was engaged 
in business, finally succeeding to the ownership of the 
distillery of his father-in-law, Israel Dodge, a successful 
Salem merchant. He was an Ensign in the Second Corps 
of Cadets and a Captain in the State militia. After his 
marriage he at one time lived in the house on Charter 
Street which later became the Salem Hospital; he also 
lived in the Tontine block, thirty-one to thirty-five War- 
ren Street, destroyed in the great fire of 1914. In 1826 
he removed to the brick house at the corner of Chestnut 
and Summer Streets, which he had just built. He also 
built the wooden block of houses numbered three and five 
Chestnut Street, and he enlarged the brick dwelling house 
numbered eight Chestnut Street, where he was living at 
the time of his death. His children by his first wife, 
Catharine Dodge, were John Hubbard (1809-1862), Lucy 
Pickering (1815-1893), and Dr. Henry Orne Stone 
(1818-1909). There were no children by his second 



1807, April 5th. John Stone and his wife Catharine 
were propounded to join in full communion with the 1st 
Church of Christ in Salem under the pastorial care of the 
Reverend John Prince, LL.D. 

April 19th. The Rev. Dr. Prince (in presence of said 
Church) declared no objections had been made, that agree- 
able to the custom of said Church we had signed the 
covenant, and declared us to he members in full com- 
munion and entitled to all its privileges and immunities. 
He then proceeded to administer to us and the other 
brothers and sisters the Sacrament of the Lord’s Supper. 

1807, Sept. 6. Presented our first child to receive the 
ordinance of baptism, which was christened Lucy Picker- 
ing. (Died young.) 

1809, Sept. 17th. Offered our second child in Bap- 
tism, who was christened (by Rev’d Mr. Smith of Bye- 
field) John Hubbard. 

1812, [November 27th. At a meeting of ye first church 
of Christ in Salem held at ye house of ye pastor; It was 
voted that another Deacon should be chosen as a colleague 
with Deacon Hartshorne, to officiate in ye office of Deacon 
in this Church. Brother John Stone being nominated, 
was by a unanimous vote elected Deacon in this church. 

Coppy from ye records (signed) John Prince 


1812, Deem. 6th. Officiated in the important office of 
Deacon in the first Church in Salem. 

1813, Jany. 13th. Receiv’d from Rev. Dr. Prince and 
John Pickering Esq. (they being a committee from ye 
church for that purpose) Forty dollars, being one half 
of a legacy bequeathed by Judge Lendal Deem, of the year 
1760 for the use of the Deacons in the First church, Sa- 
lem. Also half of a salt marsh in South Salem call’d 
Deacon’s Marsh. 

1813, Jany. 31st. Elected a deligate to attend Rev. 
Dr. Prince upon an Eccleseastical council, to dismiss Rev. 
T. C. Thatcher from the first Congregational Church in 

Fehy. 3rd. Attended Dr. Prince to Lynn and upon 
request of both minister and Church dismiss’d Rev. Thos. 



C. Thatcher from his pastoral charge ; the Church giving 
him a recommendation, they had no objection to his Re- 
ligious, moral or Christians character, and reccommended 
him to Sister Churches as such. 

1813, March 28. Elected deligate to attend in council 
to dismiss Rev. Moses Dow pastor of the 2nd Church 

March 31st. Attended Dr. Prince in council at Bev- 
erley — Council finding Rev. Mr. Dow had not made a 
legal demand of the Parish to be discharg’d from his 
civil contract, reccommended him to cause a parish meet- 
ing, the next day at 8 o’clock and the council adjourn’d 
till 9 o’clock next day. 

Apl. 1st. Council conven’d and at 12 oclock the parish 
voted to dismiss Mr. Dow. The council thus gave an 
honerable dismission. The reason assign’d for his dis- 
mission, was insufficient support. The true reason he 
was a Eederalist of the genuine Washington School!! 

1813, Feby. 16th. Accompany’d Rev. Dr. Prince to 
the house of John Sparhawk Appleton, to the christening 
of their 3rd child who was nam’d Peter Lander. 

1813, Augt. 5th. Elected deligate to attend in council 
with Rev. Dr. Prince to ordain Mr. Isaac Hurd as Pastor 
over the 1st Church and congregation in Lynn. 

Augt. 18th. Accompany’d Rev. Dr. Prince to Lyon — 
when the council voted unanimously to set apart Mr. Isaac 
Hurd and ordain him over and to the charge of the 1st 
Church in Lynn. 

1813, Deem. 5th. Attended Rev. Dr. Prince to the 
house of Seth Low to witness the christening of their 
children, which were christen’d by the names following: 
Mary Ann, born 1808 ; Harriot, 1809 ; Abiel Abbott, 
1811 ; and Seth Haskel, 1812. 

April 8th. Attended Rev. Dr. Prince to the house of 
the widow of the late Joseph Cross to witness the christen- 
ing of her youngest son of the age of 12 years, who was 
named John Abraham Gray. 

Copy of an Agreement. 

We the subscribers, members of the First Church in 
Salem do hereby agree and give our assent, that all the 



old plate, now belonging to tbe Church which is not in 
use may he made into suitable plates, or other vessels for 
the administration of the Bread on Sacramental Days; 
and we do hereby request and authorise Dea. Thomas 
Hartshorne and Dea. John Stone to procure such plates 
or vessels to be made; and in case there shall not be a 
sufficient amount of old plate to defray the whole expense 
of the new, we agree to make up the deficiency, with what 
can otherwise be collected. 

Salem Deem. 9th 1814. 


John Prince, Pastor 
Ebn. Bakford 1 
John Appleton ) 
Henry Appleton 
John Pickering 
John Prince jr. 

J. S. Appleton 
Joseph Chandler 


Thos. Hartshome? Deacons 
John Stone ) 

Sami E. Derbey 
C. H. Orne 
Abner Goodhue 
John Gardner 
Humphrey Devereux 
George Heussler 


original with Dr. Prince 

Memo, of plate 

594 — 29—14 “Ex dono Wm. Browne Secundus Esq.” 
(Tanker with a cover) 

342 — 17-2 The Gift of Sami. Barnard Esq. to the First 
Church of Christ in Salem, a can. 

215 — 10-15 E. L. S. a two handle cup. 

173 — 8 — 13 The gift of Mrs. Rachel Barnard, to the 
Church of Christ in Salem — of Wh. the 
Rev. Mr. John Sparhawk is Pastor 1743. 
a can, one handle. 

Deacon Thos. Hartshorne purchas’d the 
last nam’d. 


Capt. John Stone c/o Churchill & Treadwell, Dr. 


Jany 7th c/o Making Silver Dish (vass) $50. — 



1814 oz. 


Deem. 13 th 57—11 Silver 

Deduct for dish 37 — 1 

20-10— at 1-12 

per oz. 




By glass sold Dea. Hartshorne 


“ Jacob Peabody c/o sales of 

4 pewter Dishes 




Account of Plate & Marks belonging to the 

1st Ch. 

A Vase mark’d 

The Property of the First Church Salem — 1815. Made 
by order of the Church, of Plate presented by Wm, 
Browne 2nd Esq. 1716. Samuel Barnard Esq. 1763 
Mrs. Rachel Barnard 1743. 

Two Flaggons — of 2 quts each — one mark’d — The Gift 
of ye Hon. Samuel Browne Esq. to the First Church of 
Christ in Salem 1769. 

A Cup with two handles, large size — mark’d — The Gift 
of Mrs. Mary Wolcot to the first Church in Salem 1728. 

Five Cups with two handles, mark’d — ex dono wm. 


A Cup — do (Barrel shape mark’d) The Gift of Sarah 
Higginson to the first Church in Salem 1720. 

A Cup with two handles, supposed very old — mark’d — 
The Gift of Francis Skerry to the Church in Salem. 

A Christening Bason — (suppos’d very old — Mark’d) — ■ 
The Gift of Ichabod Plaisted Esqr. 1762. 

A Spoon. 

ISTame of those who contributed to make up the defic- 
iency of Expense — Mrs. John Ropes — 1$ — Ebn Beckford 
— 1$ — Mrs. Humphrey Devereux 1$ — Mrs. Hathl Bow- 
ditch — 1$ Mrs. Israel Dodge 1$ Sami. E. Derby 1$ 
Mrs. Jo Hodges 1$ Mrs. Elizabeth Morse 1$ Mrs.C. H. 
Orne 1$ Mrs. John Derbey 2$ Mrs. Sami. Orne 1$ 

Deficiency made up by John Stone Total 12$ 



April 9 tli, 1815. Elected a delegate in company with 
John Pickering Esq. and Humphrey Devereux to accom- 
pany Dr. Prince to the ordination of Mr. John Emery 
Abbot over the north Ch. in Salem. 

Apl. 20. Attended in council and ordaind John Emery 
Abbot as Pastor and teacher over the north Ch. and So- 
ciety, late Dr. Barnard. 

August 6th, 1815. In company with my wife, this 
day offerd our 3rd child in baptism, who, the Rev. John 
E. Abbott christen’d hy the name of Lucy Pickering. 
She was born, June 30th on Friday — Christening delayd 
that the mother might carry her to meeting. 

1815, Sept. 30. Attended Dr. Prince to the house of 
George Clevland, who receiv’d the ordinance of Baptism. 

Also was christend at the same time two Children of 
Maj. Daniel Hayes by the names of Eliza and Mary Jane. 

1816, Feby. 25th. Dr. Prince preached a funeral ser- 
mon on account of the death of Ebenezer Beckford Esqr — ■ 
one of the Elders of the 1st Ch. who bequeathed $1000, 
the income for the poor of the Church. 

Attended Dr. Prince with Deacon Hartshorn to the 
house of Benj. Dodge — whose wife was admitted in full 
communion and herself christen’d Eliza — also their 
daughter by the name — Eliza Ann — the latter 3 years 
old last Octo. 

1816, May 22nd. Rev. Dr. Prince and John Prince 
jr. Esqr. attended in council at Lynn to dismiss Rev. 
Isaac Hurd. 

1816, July 14th. Attended Rev. Dr. Prince, to the 
Louse of the widow of late Col. Sami. Archer to the chris- 
tening of her youngest child 4 years old, who was chris- 
tened Caroline Rebecca. 

1816, Nov. 8th. Receiv’d from Nathan Robinson, a 
paper of which the following is a coppy and information 
that the money was ready to be paid. 


“Extract from the last will of the late Ebnr. Beckford 
Esqr. viz. — 

Item. “I give and bequeath to Deacon Thomas Harts- 



“horn and Deacon John Stone, now Deacons of the first 
“Church of Christ in Salem of which I am a member, 
“under the pastoral care of the Key’d Doctor John Prince,, 
“and to their successors in the same office, the sum of one 
“thousand dollars, upon the Special Trust and confidence 
“that they shall and will place the same at interest on 
“good sucurity and shall receive the interest and income 
“thereof half yearly and the same as receiv’d shall dis- 
tribute and pay over to such of the Brothers and Sisters 
“of the said Church, as the said Deacons for the time 
“being shall judge to be the most receptive and to so many 
“and of such receptive brothers and sisters as they shall 
“think best.” 

Salem, Nov. 12th, 1816. Gave Mr. Nathan Robinson 
a receipt of which the following is as near a copy as can 
be reccollected. — 

“Salem, Nov. 4th, 1816. Receiv’d of Mr. Nathan Rob- 
inson and John Jenks, Executors of the last Will and 
Testament of the late Ebnr. Beckford Esqr. One thousand 
dollars — bequeathed to us as Deacons of the first Church 
of Christ in Salem of which we are Deacons, in special 
trust that we put the said money at interest with good 
security and semi-annually distribute the income thereof 
to the most receptive Brothers and Sisters of said Church 
— which we promise to perform agreeable to the inten- 
tions of donor — 

Signd Thomas Hartshorne 
— B not an exact coppy — John Stone” 

Mr. Robinson thus paid me 1000$ Nov. 12th, 1816,. 
and shew me that the Extract he gave me was a true one 
from the Will. 

I then carried the money to Capt. Joseph Peabody and 
receiv’d a note — the following is an exact coppy. — 

“$1000 Salem November 12th 1816. For value re- 
ceiv’d the Inhabitants of Salem in the County of Essex 
promise to pay to Thomas Hartshorne and John Stone 
Deacons of the first Church of Christ in Salem, or to 



their successors in the said office, the sum of one thousand 
dollars on demand with interest therefor semi annually 
until paid. By and in behalf of said Inhabitants in pur- 
suance of votes of said Inhabitants on the fourth of June 
and first of November 1816.” 

Willard Peele Jos. Peabody Committee 

Joseph Waters Joseph Ropes to build a 

John Punchard market 
Mrs. Richard Gove house and 
Town Hall 

Salem, May 4th, 1817. Attended Dr. Prince to the 
house of Ezekiel Hersey Derbey Esqr. and witness’d the 
christening of their daughter which was 11 weeks old — 
namd Emily Maria. 

1817, Sept. 7th. Attended Dr. Prince to the house of 
Benj. Dodge and witnessed the christening of their infant 
daughter — who was namd Mihitable-Caroline-Orne. 

1817, November 30th. Attended Dr. Prince to the 
house of Seth Low and witnessed the christening of their 
infant who was nam’d Edward Allen. 

1818, Jany. 31st. At the request of Dr. Prince, who 
was sick, call’d upon Mrs. Susanna Gowin, who was a 
fortnight since propounded to join the Church and wit- 
nessed her signing the covenant agreeable to the vote of 
said Church. — Elder Hartshome was sick and Elder Pick- 
ering out of town. 

Extract from the records of the first Church in Salem: 

1780, October 22nd. Voted in church meeting, that the 
Church covenant be entered in a book in the form of a 
subscription paper and that members be admitted into 
full communion with this Church in future by signing 
the said Covenant in the presence of the Rev. Pastor and 
Elders, or either of them ; after having stood propounded 
the usual time. 

1818, March 15. Attend Rev. Dr. Prince to the house 
of Capt. Nathl. West to witness the christening of their 
child — who was nam’d Richard. Also to the house of 
Mr. Thomas Saunders and witness the christening of their 
son 13 years old — George Thomas. 



1818, May 10th. Offered in Baptism my 4th Child 
who was nam’d Henry Orne. Dr. Prince administerd 
the ordinance. Child 2 mos. and 3 days old. 

July 12. Attended Dr. Prince to the house of Mr. 
Abel Hersey to witness the christening of their daughter 
10 weeks old who was nam’d Mary Gardner. 

November 7th. The Church met at Rev. Dr. Prince’s 
house, and after a fervent address to the throne of grace 
— made choice of Brother Seth Low as a Deacon — also 
voted to suspend dividing the surplus money on sacri- 
mental days to the Poor — the Beckford fund being at 
present sufficient — also voted to deposit in the Savings 
Bank and chose the Elders a committee — the money be- 
queathed by Judge the income for the care of 

the Deacons. 

1819, Octo. 5th. Sami. Orne dismiss’d the Ch. and 

reccommended to . 

Octo. 19th. Brother Seth Low oflferd his child in Bap- 
tism — Francis. 

1820, Sept. 3rd. Elected deligate with Dea. Low to 
accompany Dr. Prince to the Instalation of Rev. James 
Flint over the East parish Salem. Rev. Mr. Flint sick. 
Installation indeffinately put off. 

1820, Octo. 1st. Elected deligate to attend Dr. Prince 
to the ordination of Mr. Wm. Bourne Oliver Peabody at 

Octo. 12. Attended in council and Rev. W. Bo. Pea- 
body was ordained over the 3rd society of said parish. 

Octo. 20. Accompanied Rev. Dr. Prince to the house 
of Hon. Timo. Pickering and witnessed the christening 
of his grand child — Mary Elizabeth Pickering-Dorsey. 
The father arrivd half hour before the christening. 

1820, Nov. 15th. Revd. John Brazer ordained over 
North Church — Elder John Pickering Delagate. 

1821 March 27th. Died Mrs. Eliza White 36 only 
daughter of Wm. Orne Esq. and wife of Hon. Daniel A. 
White. Buried 30th Int. After the funeral was chris- 
tened her son — who was nam’d William 0?vie-White. 

March 28th, 1821. Died Eunice Dimon Ropes — daugh- 



ter of John Ropes Esq. aged 26, member of onr Ch. and 
cousin of Mrs. White. Buried 31st Int. 

May 20th. Deacon Seth Low and wife offerd up their 
son in Baptism — name, Joseph Orne. 

Sept. 2nd. Dr. Prince read to the Ch. two letters, 
one from the Parish in Bridgewater requesting our assist- 
ance in ordaining mr. Hodges 12 Inst. Chose Hon. Tim. 
Pickering delegate — and one from the East Parish in 
Salem requesting our assistance to enstall Rev. James 
Flint the 19th Inst. Chose myself and Deacon Low 

Sept. 19th. Attended our Rev. Pastors in company 
with Brother Low to the Installation of Rev. James Flint 
over the East Parish in Salem. 

Nov. 18th. Accompanied the Rev. Dr. Prince, with 
hr. Low to the house of Benj. Dodge to witness the christ- 
ening of their son 7 weeks old, who was namd — Benj. 
George Larkin. 

Jany. 21. Dea. Low accompanied Dr. Prince to the 
house of Daniel Clarke to witness the christening of his 
daughter — Mary Hannah. 

Feby. 28th. Accompanyd Rev. Dr. Prince to the house 
of Mrs. Ruth Briggs — widow of Mr. John Briggs and 
witnessd the christening of her 3 children — viz. — Phebe 
Louisa — aged 5 years — Elizabeth — 3 years and John — 
22 months. 

March 24th. Accompanied Dr. Prince and Brother 
Low to the house of Mrs. Malvina Tabitha Ward — • 
widow of Late Sami C. Ward — to witness the christening 
of her youngest child 5 years old — who was nam’d Henry 

1824, March 7th. Attended Dr. Prince in company 
with Dea. Low to the house of Mrs. Stearns who offer’d 
in baptism her grandson William St. Agnan — child of 
Richard and Theresa Stearns who are now in the W. I. 
Child 18 mos. old and quite sick. 

1824, Nov. 3rd. Attended in council with Hon. Timo. 
Pickering — (Dr. Prince sick) — to ordain James Diman 
Green over 2nd Cong. Society in Lynn. Same day 1st 
Ch. and society Salem held a meeting and gave Mr. Charles 



W. Upham a Call — (with the exception of those who be- 
long to Mr. Coleman’s Society) — the vote was unanimous, 
to settle as coleague pastor over said Ch. with Eev. Dr. 

ISTov. 14th, Sunday. Eev. Kirkland preached and read 
an affirmative answer from Charles W. Upham to settle 
as coleague pastor with Dr. Prince. 

Kov. 16. At a Church meeting at Dr. Prince’s house 
was voted — that Dr. Prince with the two Deacons Stone 
and Low he a committee from the Church, to join the 
Society in finding letters missive to the minister and 
delegates to form a Council to ordain Mr. Upham. — Also 
voted Hon. Daniel A. White be an Elder in coleague 
with Elder John Pickering. — The first Church now ap- 
pears to be fully officered — viz. — Eev. John Prince, LL.D., 
Pastor — Charles Wentworth Upham, Coleague — Horn 
John Pickering, LL.D., Elder — Hon. Daniel A. White,. 
Elder — John Stone and Seth Low, Deacons. Several 

seceders to Mr. Coleman, our happiness! being 

content and very respectable families — near and dear rel- 
atives — not objecting to Mr. Upham — but Mr. 


Deem. 8th. An Ecleastical council met at Hamilton 
Hall Chestnut Street, was organis’d by choosing Eev. Dr. 
Thayer moderator and Eev. Mr. Walker scribe — after due 
examination they unanimously voted to ordain Mr. Charles 
Wentworth Upham as coleague pastor with Eev. Dr. 
Prince over 1st Ch. — Introductory prayer by Eev. Dr. 
Channing; sermon Eev. President Kirkland — ordaining- 
prayer, Eev. Dr. Lowel — Charge, Eev. Dr. Thayer ; Eight 
hand, Eev. Mr. Brazer — Address, Eev. James Elint — 
concluding prayer Eev. Mr. Parkman — Hymn and Bene- 
diction, Eev. C. W. Upham. The house was full to over- 
flowing — music excellent. 

1825, Jany. 2nd. Eev. Charles W. Upham first ad- 
ministered the Sacrament. Dr. P. sick. 

1825, Jany. 9th. Eev. Charles W. Upham christened 
Hon. D. A. White’s son Henry Orne. 

Jany. 30th. Church met at Dr. Prince’s house, letter 
missive was read from the Independent Cong. So. in Bar- 



ton Square — requesting the assistance of our pastors and 
delegates to induct Rev. Henry Coleman in the sacred 
office of Pastor and teacher. Brother Sprague mov’d to 

accept the invitation and Br. Hovey 2nd the . After 

a debate of 2 hours — the question was decided in the 
negative! Sprague, Hovey and Stone in favor — T. Pick- 
ering, J. Pickering, D. A. White, Robinson, Low, Prince, 
Goodhue in the negative. 

1825, Apl. 29th. Ch. meeting at Dr. Prince’s house — 
chose officers of Ch. a committee to consider the subject 
of Baptism — and report thereon. 

Apl. 30th. Accompanied Rev. Mr. Upham to the house 
of James Gray. Witnessed the christening of their 5 
daughters from 15 years old upward nam’d as follows — 
Eliza Endicott — (admitted a member of the Ch.) Rebecca 
— Caroline Matilda — Susan — Mary Aim. 

May 1st. Mariah Cecelia wife of John Gardner jr. 
was christen’d — and both propounded to join the Ch. — 
also Eunice Bowditch. 

1826, March 12th. Rev. Jno. Prince LL.D. preach’d 
all day in the first Church which was erected 1718 ; for 
the last time divine service was held there; his text was 
from Psalms 5th Chapt., 7th verse — the house fill’d to 
overflowing. His coleague Charles W. Upham — was ab- 
sent — on his return from Baltimore and did not arrive 
till evening of said day — owing to had travelling. 

March 19 th. The Society and first Ch. worship’d in 
the Court house — Rev’d C. W. Hpham preachd from Hag- 
gai — 2nd Ch., 3rd verse — all day. 

On Monday 13th Inst, the house began at once to he 
pull’d down. The organ removd — clock — Bell Steeple — 
porch — all down by Saturday 18th — by Tuesday the whole 
house compleatly down — sold and carried off. I got a 
stick which was in the house built 1670 — and when cut 
180 years old. 

29th, Wednesday. Revd. Charles Wentworth Hpham 
married to Miss Ann S. Holmes, daughter of Dr. H. of 
Cambridge — Pres. Kirkland married them. 

Apl. 27th. At 6 P. M. the first Stone of the new 
Church was placed at the H.E. corner of the cellar. 



Dea. Low and wife’s birthday — Timo. Pickering read the 
Inscription — Peter Lander put it into the Stone Box — 
Mr. Upham prayed — Dr. Holyoke present aged 98. 

1826, ISTovem. 16th, Thursday. The Church in Hig- 
ginson Square was solemnly Dedicated to Almighty God. 
Mr. Brazer offerd the introductory prayer and read the 
Scriptures — Dr. Prince the Dedicating prayer — Rev. Mr. 
Upham the sermon from Ezra 5-11— Dr. Flint conclud- 
ing prayer. 

bTov. 19, Sunday. For the first time on the Lords day 
met in the new Church. Dr. Prince and Mr. Upham 
preached. The latter’s text was Holiness becometh the 
house of the Lord forever. — Hon. D. A. White had a 
child christen’d Francis Higginson — and 5 other children 
regular descendants of Gov. Endecott — children of John 
Gardner jr. and Sami Endicott jr., one was namd John 

1827, July 22nd. Christend at Church by Rev. Mr. 
Upham, Doct. Geo. Choat — and his son. Mrs. Hiram 
Pond, — Mrs. John Henfield and Mrs. Goodhue. Twenty 
persons propounded to join the church. 

Augt. 4th. In consequence of the sickness of Rev. Dr. 
Prince and the absence of Rev. C. W. Upham — calld upon 
the following persons who were admitted in full com- 
munion with the Ch. by signing our covenant. — See list 
of names. 

Octo. 1st. Dr. Prince with Mr. Upham (the deacons 
not coming in person) at the house of the widow of late 
Wm. P. Richardson christend their seven children — viz. — 
Octavia Ellen; Sarah Lang; William Putnam; Edward 
Lyman Lang; Eliza Ann; Charles Fredric; and Caroline 

1827. At a meeting of the Brothers of the Church, 
held at the House of Senior Pastor — Hov. 28th, and con- 
tinued by adjournment to Deem. 18, 1827, the following 
Report, respecting admission to the Ordinances, was taken 
into consideration. 

The committee, appointed by the First Church in Sa- 
lem, to consider the expediency of adopting new forms of 
Declaration and Covenant, instead of those heretofore 



used, preparatory to admission to Baptism and the Lord’s 
Supper, have attended to the subject, and now submit the 


As a free admission to the Ordinances of Baptism, the 
Lord’s Snpper is the right and privilege of all sincere 
professing Christians, it appears to be the duty of the 
Church, in taking care, according to Apostolic injunction, 
that “all things be done decently and in order,” not to 
impose anything, by way of subscription, or declaration 
of faith upon those who desire admission to these Ordi- 
nances, which may not be conscientiously complied with 
by sincere Christening of all denominations. The Com- 
mittee, therefore, recommend, that instead of the form 
of declaration, heretofore used, preparatory to adminis- 
tering the Ordinance of Baptism to adults or to the chil- 
dren of such as are not in full communion with the 
Church, the following form be adopted — viz: “We believe 
in J esus Christ, as the Messiah ; and we receive his religion 
as the rule of our lives, and as a revelation from God.” 

The Committee also recommend, that instead of the 
form of Covenant heretofore used, preparatory to admis- 
sion into full Communion with the Church, the following 
form be adopted, viz : 

“We believe in Jesus Christ, as the Messiah; and we 
receive his religion as the rule of our lives, and as a 
revelation from God. 

“We have a deep sense of the imperfections of our past 
services, and of our need of improvement ; and we are 
desirous of performing all our religious duties, and of 
using all the means of grace provided for us. 

“With such views and feelings, we enter into the Com- 
munion of Disciples of Christ, as members of his visible 

“It is our earnest wish and prayer, that we may imitate 
his example, imbibe his spirit and obey his precepts ; and 
that by walking together in the fellowship of the Gospel 



here, we may become prepared for admission hereafter 
into the Chnrch of the redeemed in Heaven.” 

All which is respectfully submitted. 

D. A. White 1 
Seth Low j- signed 
John Stone J 

After mature deliberation this Report was unanimous- 
ly accepted, and the forms of declaration therein proposed, 
adopted, to be used in future in all cases of admission to 
the Ordinances of Baptism and the Lord’s Supper re- 

A true copy of Record. — Attest 

signed (John Prince } 

(Charles W. Upham ( Pastors 

1828, Feby. 27th. Accompanied Rev. Mr. Upham with 
Dea. Low to the house of Gilbert Newhall and witness’d 
the christening of Lydia and Louisa Lewis — adults. 

May 18th. Ebenezer and Hannah Griffin presented to 
be christened their nine children — (the oldest Ebnr. at — 
was not christend) — their names as follows — Martha 
Thompson — aged 16 years — Nathaniel Pierce — Sarah — 
John — 11 years old this day — Hannah — Mary Arm — 
Elizabeth — John Adams and Thos. Jefferson twins born 
17th June 1826 — Christend by Charles W. Upham. 

1828, August 1st. The Church met at Revd. Mr. Up- 
ham’s house and made choise of John Walsh as Deacon 
and Nathan Robinson as Elder. 

Octo. 28th. Accompanied Rev. Mr. Upham and Dea. 
Walsh to the house of Mrs. M. T. Ward — to witness the 
christening of Ebnr. and Elizabeth Putnams child 4 mo. 
old — who was christend — Charles Appleton Putnam. 

Deem. 6. Accompanied Rev. Mr. Upham with Dea. 
Walsh to the house of Ebnr. Bowditch to witness the 
christening of his three children — Mary Ann — Elizabeth 
Gilman and Wm. Appleton, the last about 18 years old. 

1829, Sept. 4th. Accompanied Rev. C. W. Upham, 
with Dea. Walsh to the house of Mr. Daniel Procter to 
witness the christening of their children who were nam’d 
— Mary Olivia — Daniel Littlefield — Nehemeah — and 

(jPo be continued ) 

Built by him about 1850 


By Martha Williamson Eorsytii Duren. 

( Continued from Volume LXI , page 16.) 

“Salem, Oct. 14, 1830. 

“Capt. James D. Gillis. 

“Sir: My Nephew William P. Abbott goes out with you 
in the ship Delpbos, as clerk and to do duty on board ship 
at sea. It is my wish and that of bis parents as well as 
bis own that be should stand bis watch, go aloft and gen- 
erally do duty, so as to qualify himself for an officer and 
seaman at sea; and in Port that be should be employed 
by you in your business in any way be can be useful and 
so as to give him a knowledge of the business in the 
places you visit. He has to gain bis living by bis own 
labour and exertions and I trust you will always find 
him willing and ready in bis duty and grateful for any 
advice and assistance you can give him. I wish you 
would instruct him on the outward passage in Navigation, 
lunar observations, &c., as well as in practical seaman- 
ship, and when you return to Europe that you would 
make him known to your merchants and give him oppor- 
tunities to see the different places you visit. I hope he 
will be ready, industrious and persevering and that be 
will render himself useful to you and pleasant to all on 
board. In case of accident or any unforeseen events I 
request you to advise and direct bis course as your judg- 
ment shall dictate and I shall always feel obliged by any 
assistance you may give him and for your advice to him 
at all times. 


“Dudley L. Pickman.” 
( 113 ) 



(Probably tbe “Delphos.”) 

“Salem, 15 Oct., 1830. 

“Capt. James D. Gillis. 

‘‘Besides tbe muskets named in tbe Invoice there is one 
more which came from Mr. Seccomb’s, making 43 of them 
in all, there were also 12 Muskets, 2 Blunderbusses and 
2 or 3 Cutlasses taken from Store and put on bd. after 
having been repaired. 

“There is also more Tar than you will be able to con- 
sume as well as more Beef and Bread than you can want, 
if you are not delayed on the Coast. 

“These Arms you will sell with the others on Cargo 
and we wish you to sell the armament of the ship or such 
parts as you think you can spare if you can procure 
pretty good prices. The Tar and all the provisions you 
can spare you will also sell if you can find purchasers on 
the coast. We think the ship is none too deep and you 
will do well to throw over some sand ballast after getting 
off the Coast. The trim of the ship for sailing in ballast 
is, we think, about 18 inches by the stern. 

“Your friends, 

W. Silsbee, for the concerned.” 
“Salem, Oct. 15, 1830. 

“Capt. James D. Gillis. 

“Sir: The Ship Delphos, under your command, being 
now ready, you will proceed to the native ports in Su- 
matra, for a cargo of Pepper. You will sell your mer- 
chandise for cash or barter for Pepper as you think best 
and will go to such ports for selling and purchasing as 
you think for our interest, completing your return cargo 
from the old Pepper on the Coast or waiting a new crop 
as you think best. Your experience on the Coast induces 
us to leave with you entirely the management of your 
voyage which we doubt not will meet every attention and 
exertion on your part. With your cargo of Pepper return 
to Gibralter for orders. 

“For your services you will receive four per cent of 
the net proceeds of the return cargo or the same percentage 



of the goods as delivered from the ship as you prefer — also 
wages and shipping paper. Return Landing Certificates 
for Opium. 

‘Till your ship full as possible on deck and under deck, 
use all possible economy in your expenses and as much 
dispatch as is consistent with the interest of your voyage. 
Collect all the information you can as to Domestic Goods 
and any other articles which could he sold on the Coast; 
obtain patterns to serve on any future voyage. 

“In case anything should occur during your voyage 
which is not now foreseen by us we authorize you to devi- 
ate from these instructions in any way which on mature 
consideration you shall be satisfied will be for our interest, 
giving us the earliest information possible. Write us 
every opportunity. 

“Your Friends, 

“Hath. Silsbee, Dudley L. Pickman, William Silsbee, 
Z. F. Silsbee, Hath. Silsbee, Jr., for themselves 
& Robert Stone & George F. Saunders.” 

“In case of accident to Capt. Gillis, Mr. Ezekiel Carter, 
the First Mate will take charge of the ship and he and 
the clerk, Mr. William P. Abbot will take charge of the 
Cargo and execute these instructions except so far as de- 
viation is permitted.” 

(Then follow invoices shipped by the Silsbees October 
15, 1832, on the “Delphos” for the East Indies, consist- 
ing of Verdigris, White Lead, Flints, Oars, Sails, Doub- 
loons, Spanish Dollars, &c., to amount of $200.18, which 
was to be invested in Pepper and other goods, bringing 
back anything which promises to be of profit.) 

The original certificate from Booloo Sammah is of inter- 
est, a copy of which follows: 

“We, Pong Lemah, Po Alii and Po Mahomet of the 
Port of Assahan and Booloo Sammah on the west Coast 
of Sumatra do hereby certify that the goods or merchan- 
dise herein described have been landed in these ports 



between tbe first of April and tbe first day of June from 
on board the Ship Delphos of Salem, whereof James D. 
Gillis is at Present Master, viz: 

Nine and one half Cases Opium 

One Case Opium 

1 Case containing 139 pcs. of Hankfs, printed Cotton 
which according to the bills of lading was shipped on 
board the ship Delphos at the port of Salem in the United 
States of America on or about the 13th day of October 

and consigned to by Nath. Silsbee and others of 

Salem afore said. 

“Given under our hands at the port of Booloo Sammah 
this first day of June, 1831. 

“Pong Lemah (his X mark) Po Alii 
Po Mahomet. 

“Witness, William P. Abbot.” 

(On the Beverse Side.) 

“Port of Booloo Sammah. 

“We, James D. Gillis, Master, and Ezekiel Carter, Mate 
of the Ship Delphos of Salem, lately arrived from the 
port of Salem in the United States of America solemnly 
swear that the goods or merchandise enumerated and de- 
scribed in the preceding certificate dated the first day of 
June, and signed by Pong Lemah, Po Alii and Po Ma- 
homet of the port of Assahan and Booloo Sammah, mer- 
chants, were actually delivered at the said port from on 
board the said ship Delphos within the time specified in 
the said certificate. 

“Sworn to the first day of June, 

“James D. Gillis, Master. 

Ezekiel Carter, Mate.” 

“We, Pong Lemah, Po Alii & Po Mahomet, residing on 
the Coast of Sumatra, merchants, do declare that the facta 
stated in the preceding certificate, signed by us, of the 
said coast of Sumatra, merchants, on the first day of June, 
are just and true and worthy of full faith and credit. 



about 1861 



We also declare that there is no Consul, or other public 
agent of the United States of America now residing at 
this place. Dated at the Port of Booloo Sammah this 
1st of June, 1831. 

“Pong Lemah (his X mark) Po Alii 
Po Mahomet. 

“Attest, William P. Abbot.” 

Ship Borneo. 

(From the original bills on account of Ship Borneo for 
Capt. Gillis from Jan. 22, 1832, to end of the year, mostly 
from Genoa traders and artisans, we select the following.) 

Genoa, 29th December, 1832. 
Capt. James Gillis of the American Ship Borneo 

To Agostini Belmartin, Blacksmith. 

1 Iron Strap for the top-sail yard 

Pds. 19)4 @ 80 ernes a pd. . . .Franks $15.60 
1 Iron Candlestick for the figurate made of his iron 2.50 
3 Iron Candlesticks of round iron @fs. 4.50 each 13.50 
12 Rings and 8 Keys @ 16 Cs a pd. 3.20 

1 Arm with hinge in two parts for the stuff 11.00 

Franks 43.80 

(A bill from a Genoa Provision Dealer dated Dec. 1832 
to Jan. 1833, amounts to $1,814.77.) Again: 

Genoa, 7th Jan., 1833. 

Capt. James Gillis of the American Ship Borneo 

To Paulo Ginouhio, Carpenter Smith. 

1 new Topsail Yard all ready made, agreed Franks 77.50 
8 Planks for the ballast feet 24 36.00 


Franks 113.50 


three generations of siesbees 

Ship Arnold Welles. 

“It is agreed between Isaac Hall, Tbomas Curtis, Ste- 
phen Glover, Henry Porter and Francis Dawson, Owners 
of Ship Arnold Welles on one part and Nathaniel Silsbee, 
Dudley L. Pickman, Robert Stone, Z. P. Silsbee and 
James D. Gillis of Salem, on the other part as follows: 

“That said Ship Arnold Welles shall proceed from New 
York to such Port or Ports east of the Cape of Good Hope 
as the Owners and Freighters shall direct with a stock of 
Thirty eight thousand dollars in Specie and Merchandise, 
on account and risk of said Silsbee, Pickman, Stone, Sils- 
bee and Gillis which shall be entitled to the whole capacity 
of the vessel customary privileges excepted. This prop- 
erty shall be invested at such Port or Ports in India and 
in such manner as shall be directed by the owners of the 
Cargo in merchandise which shall be laden on board said 
ship for their account and risk for Port or Ports in the 
Mediterranean as they shall direct, consigned to them on 
their order. 

“In lieu of freight for the voyage the owners of the 
Vessel shall be entitled to one half the net profits arising 
on this adventure to be settled as follows: If sold in 
Europe from the net proceeds of the Cargo after deduct- 
ing Captain’s commission and all other charges (except 
Premium on Dollars, Interest and Insurance) shall be 
replaced the amount of Specie and cost of merchandise 
shipped, in Spanish pillared Dollars, the balance being 
profits shall then be equally divided between Owners and 
Shippers unless some different mode of settlement shall 
hereafter be agreed upon between the parties hereto ; and 
in case the half Profits received by the Owners of said 
Ship in Settlement of the voyage should not amount to 
as much as Eight Thousand Dollars should said Ship not 
go above Leghorn, or Eight thousand five hundred dollars 
should she go to Trieste, then the above named Shippers 
agree to make up the same to those sums respectively as 
the case may be, including what may have been received 
in half profit and in full for the freight of said ship for 
the voyage aforesaid. Should the Ship proceed to any 



other Ports in India than Sumatra the Port Charges at 
such Ports saj (Custom House Charges, Discharge and 
Pilotage) shall be paid by the Cargo before dividing the 

“Dated at Boston, August 20, 1833. 

Isaac Hall 
Stephen Glover 
Henry Porter 
Thomas Curtis 
Prancis Dawson. 

Hath. Silsbee 
D. L. Pickman 
Robert Stone 
Z. F. Silsbee 

(Then follows letter of instructions to Captain Gillis, 
dated Aug. 21st, 1833, signed by all parties to the agree- 
ment, desiring Captain Gillis to visit Padang, Rio, Java 
or Manilla, but “not to go to an English Port in India 
as this would prevent your going from thence to any Port 
in Europe and compel you to return directly to this Coun- 
try from India.”) 

The Invoice of Merchandise shipped by the Silsbees, 
Robert Stone and James D. Gillis on board Ship Arnold 
Welles (Gillis, Master), hound to East Indies and dated 
Salem, August 21, 1833, is as below: 

Thirty-five bales of brown sheetings, 46 in. wide, 
containing 30 pieces each is 1050 pieces, meas- 

uring 23,209% yds @ 14c per yd. $3,249.34 

Freight of Bales 15.04 

6 Cases Opium wg. net 624 83/100 lbs 

@ $4.00 lb. 2,499.32 

Steamboat freight and Truckage 9.16 

400 kegs of powder, 25 lbs. each, 2.87% 1,150.00 


11 kegs containing 32,500 Spanish Dollars 32,500.00 
Premium on Spanish Dollars & Commission 

pr. acct. 792.50 

Signed by the Shippers. 40,215.36 



Beig Maxay. 

List of Sails belonging to the Brig Malay as she arrived: 
1 Flying Jibb, V2 worn. 

3 Standing Jibbs, 1 % worn, 1 V 2 worn, 1 old, the best 

1 Fore T. Mt. Stay Sail, V 2 worn. 

1 Main Stay Sail, V 2 worn. 

3 Fore Sails, 1 % worn, 2 V 2 t., %ds worn, the best 

2 Fore Top Sails, 1 Vz worn, 1 % worn, 1 new one. 

1 Fore Top Gallant Sails, % worn, 1 new one. 

1 Fore Royal, % worn. 

2 Main Sails, 1 Vs worn, 1 % worn but repaired. 

1 Main Top Gallant Sail, Vz worn but repaired. 

3 Main Top Sails, 1 Vk worn, 1 Vz worn but repaired. 

1 Main Royal, V 2 worn. 

1 Main Sky Sail, % worn. 

2 Try Sails, 1 V 3 worn, 1 % worn, best repaired. 

2 Lower St. Sails, 1 V% worn, 1 % worn. 

3 Top M. St. Sails, 2 V2 worn, 1 % worn, 1 new one. 

3 Top Gall. St. Sails, 2 new, 1 V2 worn. 

“To Oliver O’Hara, Esq. 

“Key West. 

“Sir: We the undersigned, ship Owners, &c., in the fol- 
lowing places, viz., Boston, Salem and Kewburyport, in 
the State of Mass. ; Portland, Bath and vicinity in the 
State of Maine; Portsmouth, in the State of Hew Hamp- 
shire, deeming it expedient that some person should be 
empowered to protect our interests in case of disaster to 
our vessels at Key West or in the Vicinity thereof, and 
having fullest confidence in your judgment integrity and 
ability, constitute and appoint you our agent to act for 
us and in our behalf in all cases where we may be inter- 
ested in Vessels wrecked at or near Key West, and you 
are requested to call on the Master and exhibit this letter 
of Authority.” 

Then follow signatures of individuals and firms to the 



number of 70 in Boston, 54 in Salem, dated Dec. 5, 1832. 
Among them D. L. Pickman, William Silsbee, R. Stone, 
Z. F. Silsbee, Nath. Silsbee, Jr., etc. Others of Port- 
land, Bath and Portsmouth. Taken from original docu- 
ment now in possession of the Essex Institute, which be- 
longed to Capt. J. Porter Felt of Barque “Derby” of 

Abstracts from Invoice Books of James W. Cheever, 
now in possession of the Essex Institute: 

The invoice book of James W. Cheever, May 18, 1820, 
gives the following list of merchandise shipped on brig 
“Ontario” for Java, Zachariah F. Silsbee owning and 
shipping two-eighths of cargo: Doubloons and Spanish 
Dollars amounting to 42,000 Dollars, with Beef and Bread 
to sum of $574. 

On same date as above, the “Mary Ann” carried with 
her to Java, 8 brass-handled cutlasses, 10 handsome 
mounted dirks, a spy-glass, 11 imitation gold watches and 
3 gold repeating watches, value all told, $286. The mas- 
ter, James Cheever, was requested to invest in Coffee in 

On Nov. 7, 1820, the Invoice book accounts for the sale 
of the doubloons at Java to Chinese. 

April 13, 1821, Z. F. Silsbee, Timothy Bryant, Dudley 
L. Pickman and Robert Stone shipped $40,670.64 of 
Coffee from Padang to Holland on brig “Ontario,” James 
W. Cheever, Master. 

The third Scrap-book at the Essex Institute which con- 
tains Ship papers, shows the original letter from Rajah 
Boojong of Troumon, Sumatra, inviting Captain Gillis 
of ship “Borneo” of Salem to his port (1832), and ex- 
pressing a desire to purchase a pair of guns. Z. F. Sils- 
bee was then part owner of this ship. 

The same scrap-book contains a “Monster-Rolle Am- 
sterdam of ship “Borneo” in 1834, with names of seamen 
and descriptions printed and written in Dutch. Z. F. 
Silsbee was part owner of this ship at the time. 



Saeem Custom House Imposts and Receipts. 

The following records from the Impost Books at the 
Salem Custom House show many entries of interest re- 
garding the amount of duties paid by Z. F. Silsbee, both 
at the time of his active life as a shipmaster and after his 
retirement when he took up the less adventurous life of 
merchant and citizen. 

Ship Herald. 

Date of entry, May 19, 1804, from Batavia. Zachariah 
F. Silsbee, Master. Consignees were Z. F. Silsbee and 
brother Nathaniel. The cargo was coffee, pepper and 
sugar, the duties amounting to $27,532.93. 

Ship Herald. 

Date of entry, Dec. 18, 1809, from Sumatra. Z. F. 
Silsbee, Master. Consignees were James Devereux and 
J os. Haight, who had pepper and merchandise, and whose 
duties amounted to $29,238.66. 

Ship Herald. 

Date of entry, Oct. 7, 1816, from Calcutta. Eleazer 
Graves, Master. The consignee was Zachariah F. Silsbee, 
who had merchandise and whose duties amounted te 
$52.36. Other consignees paid duties to amount of 
$25,344.58 on tobacco, sugar and twine. 

Ship Herald. 

Date of entry, Dec. 12, 1810. Benj. Daniels, Master. 
Consigned to Z. F. Silsbee, pepper, duties on the same 
were $2,856.20 

Ship China. 

Date of entry, April 1, 1818, from Canton. Benj. 
Shreve, Master. Merchandise consigned to Z. F. Silsbee. 
Duties, $28.86. 

Ship Indus. 

Date of entry, June 28, 1822. From Leghorn. Stephen. 
Brown, Master. Merchandise consigned to Z. F. Silsbee. 
Duties, $17.41. 



Ship Borneo. 

Date of entry, Sept. 17, 1835, from Gottenberg. Among 
other consignees was Z. F. Silsbee. Total duties paid on 
iron, molasses and merchandise, $7,131.40. 

Bark Borneo. 

Date of entry, Nov. 17, 1836, from Sumatra. C. S. 
Huntington, Master. Merchandise consigned to Z. F. 
Silsbee. Duties, $6,819.06. 

Brig Malay. 

Date of entry, March 1, 1834. From Leghorn. John 
Nichols, Master. Goods all consigned to Z. F. Silsbee, 
none of which were dutiable. 

Bark Malay. 

Date of entry, Nov. 17, 1836. From Sumatra. John 
B. Silsbee, Master. No consignees given. No dutiable 

Brig Ann. 

Date of entry, April 5, 1813. From Liverpool. Mer- 
chandise consigned to Z. F. Silsbee. Duties, $708.33. 
Joseph Lee, Master. 

Brig Ann. 

Date of entry, April 5, 1812. From Liverpool. Joseph 
Lee, Prize Master. Wm. Fettyplace and Z. F. Silsbee 
paid together duties on merchandise amounting to 

Brig Ontario. 

Date of entry, Apr. 17, 1820. From Java. Duties on 
284,647 lbs. of coffee were $14,232.35, consigned to Z. F. 

Ship Friendship. 

Date of entry, May 3, 1830. From Trieste. Glass, 
currants and wine consigned to Z. F. Silsbee. Duties, 

Ship Delphos. 

Date of entry, Oct. 3, 1831. From Sumatra. James 
Gillis, Master. Merchandise consigned to Z. F. Silsbee. 
Duties, $610.24. 



Besides the “Herald,” Zachariah F. Silsbee was part 
owner of the vessels “Borneo,” “Camel,” “Delphos,” 
“Essex,” “Endeavor,” “Friendship,” “Henry Ewbank,” 
“Malay,” “Mary Ann,” “Ontario,” and “Persia,” being 
associated with Boston owners as well as those of Salem. 

After a long and useful life, Mr. Silsbee passed away 
on July 3d, 1873. The Salem Gazette had the following 
obituary : 

Died in Salem, the 3rd inst., Zachariah P. Silsbee, Esq., in the 
90th year of his age. Mr. Silsbee was born in Salem, in August, 
1783, and this city has always been his place of residence. He 
was the youngest of three brothers, all of whom became ship 
masters at a very early age. After retiring from the sea, he 
was, for many years, engaged in the East India business, with 
the late Eobert Stone, Dudley L. Pickman, and his brothers, 
Nathaniel and William Silsbee, the firm being well known under 
the name of Stone, Silsbees and Pickman, although not forming 
a regular copartnership. Mr. Silsbee has survived his partners 
many years, and has passed his old age in quiet retirement, 
and in the society of his children and grandchildren. He' had 
an uncommonly modest and retiring disposition, which, without 
doubt deterred him from wishing to assume any prominent 
public position ; but he filled several offices of trust. . . . He 
was a man of the strictest integrity, most amiable, kind and 
tender-hearted, always charitable to the poor, and liberal in all 
his dealings. His memory will always be precious to his chil- 
dren, his friends, and those whom he assisted and helped. A 
good old man has gone to that land where the infirmities of 
age are laid aside, and where he will meet his early friends, 
few of whom, if any, are left behind. 

“All pain and sorrow he has left 
With mortal care below; 

Within the many mansioned house 
He walks in freedom now.” 

The will of Z. F. Silsbee is found among the probate 
records of Essex County, as follows : 

In the name of God, Amen ; I, Z. P. Silsbee of Salem in the 
County of Essex, being of sound mind, but mindful of the 
uncertainty of Life, do hereby declare this my last will and 

I dispose of my Estate of every kind, in manner following; 
A dwelling house in Beverly on land of W. D. Pickman, and a 

about 1866 



house and land on Pleasant Street, Salem, and all my personal 
Estate of every kind whatsoever that I may die seized of. 
I devise to my children as follows : One sixth part to Sarah A. 
Peele, one sixth part to Caroline Pick man, one sixth part to 
Mary B. Clapp, one sixth part to G. Z. Silsbee, one sixth part 
to Edward A. Silsbee, and one sixth part to the children of 
my deceased son, John B. Silsbee, to be equally divided among 
them for their own use forever, and I do hereby constitute, 
authorize and appoint my sons, G. Z. Silsbee and Edward A. 
Silsbee, my executors of this my will and Testament. 

My house in Beverly, standing on land of W. D. Pickman, I 
wish my executors to offer the same to Caroline Pickman 
at a fair appraisal if she would like to have it, as a portion of 
my estate which may fall to her share. 

In testimony whereof, I have hereunto set my hand and seal 
this twenty-fourth day of July, A. D. 1867. 

Signed, sealed and delivered as my Will and Testament in the 
presence of James F. Kimball, W. H. Whipple, H. 0. Fuller. 

(Signed) Z. F. SILSBEE (Seal) 

In the petition for probate of the will, the heirs are 
given as follows: Sarah A. Peele, widow of Jonathan W. 
Peele of Boston, Caroline Pickman, wife of William D. 
Pickman of Boston, Mary B. Clapp, widow of Dexter 
Clapp of Salem, George Z. Silsbee of Salem, Edward A. 
Silsbee of Salem, and the children of John B. Silsbee, 
of Salem, deceased, viz., Emily E. Lawrence, wife of 
Amory A. Lawrence of Boston, and Arthur Boardman 
Silsbee, Martha Silsbee, and Thomas Silsbee, minors, of 

John Boardman Silsbee. 

The second son of Zachariah Fowle and Sarah (Board- 
man) Silsbee was named John Boardman, thus carrying 
down in the family the maternal name. He was born 
April 10th, 1813, in Salem, and lived with his parents 
at 11 Pleasant Street. His early education was obtained 
in Salem, after which he attended Harvard College, gradu- 
ating in 1832. He also followed the sea, and in company 
with such well-known citizens as John Bertram, Michael 
W. Shepard, James B. Curwen, and others, owned the 
barques “Iosco,” “Said Ben Sultan,” “Argentine,” “Storm 
King,” “Emily Wilder,” “Elizabeth Hall” and the “Cum- 



berland,” also the ships “Caroline Augusta,” “Sooloo,” 
“Mary Frances,” “Mason,” “Pickering Dodge” and 
“Stephen Phillips,” besides the brig “Susan.” John B. 
Silsbee was the sole owner of the bark “Henry Ewbank,” 
which was registered in Boston in 1841. He was at one 
time supercargo to the East Indies, then became master 
of the barque “Malay,” in 1836, which was altered from 
a brig and sailed to Sumatra, returning to Salem with a 
cargo of pepper. Severe gales were encountered during 
the voyage, but a safe return was effected and a satis- 
factory disposition made of the cargo. 

John Boardman Silsbee and Martha Mansfield, daugh- 
ter of Michael and Harriet Shepard, were married on 
May 10th, 1849, in Salem, and occupied the house Mr. 
Silsbee built at Humber 6 Horth Street. Here he lived 
for a number of years, and then purchased the Pickman 
house on the corner of Pickering and Chestnut Streets, 
where he died April 1st, 1867. Of this union were born 
four children, the eldest being Emily Fairfax, born June 
7th, 1850, who married Amory A. Lawrence on June 1st, 
1871. The other children were Arthur Boardman, born 
Jan. 19th, 1854; Martha, born Hov. 4th, 1859, and 
Thomas, born Oct. 10, 1863. 

From 1853 to 1855, the Salem Directory tells us that 
John B. Silsbee was one of a committee in Ward 4 for 
the Salem Provident Association, and about the same 
time was a director of the Essex Railroad, running from 
Salem to Lawrence. Mr. Silsbee’s business as merchant 
was conducted principally in Salem, although he is called 
“of Boston” in the ownership of several vessels. In 1850 
he was at Union Wharf, Salem. Afterwards he removed 
to Central Wharf, where he was located until 1864, re- 
moving then to offices at 22 Asiatic Building. He inher- 
ited the public spirit of his forbears and was at all times 
interested in the welfare of his native city, holding offices 
of trust and honor. His will was made March 28, 1867, 
and is recorded in the Essex County Probate Files at 
Salem, the witnesses being John H. Silsbee, George H. 
Allen and Lucy M. Maloon. The testator made his mark, 
as he was too feeble to sign at the time. 



From an old Invoice book, now '(1924) in possession of 
the Essex Institute, it is gathered that the following ves- 
sels of which John Boardman Silsbee was part owner, 
carried cargoes and insurance thus : 

Bark Iosco on Feb. 18, 1852, sailed from Salem for Zanzibar, 
carrying sheetings, shirtings, drills, long cloth, jeans, soap, 
candles, flour and bread, and cargo was insured for $47,375.00 
in 6 different companies. 

Bark Elizabeth Hall sailed for Zanzibar March 13, 1852, with 
similar cargo insured for $50,000. 

Bark Said Bin Sultan sailed for Zanzibar June 13, 1852, with 
similar cargo, insured for $53,000. 

Bark Emily Wilder sailed for Zanzibar Aug. 23, 1852, with 
similar cargo, and in addition carried Brass Wire, Tar, Almond 
and Lemon Syrups, Duck, G. Snaps and Varnish. Insured for 

Bark Peacock sailed Sept. 30, 1853, for Zanzibar with like 
cargo insured for $50,000, arriving at Zanzibar Jan. 23, 1854. 

Bark Storm King sailed for Zanzibar via Majanga, Nos-Bek 
and Tamatave on Jan. 18, 1856, with cargo insured for $69,500. 





The following list of vessels owned or commanded by 
Nathaniel, Z. F., and John B. Silsbee is as nearly com- 
plete as is possible to make it, being gathered from the 
Salem and Boston Ship Registers: 


Ship. 297 tons. Built at Salem, 1831, by Elias Jenks 
and Icbabod Hoyt for the Messrs. Silsbee. Registered, 
Dec. 2, 1831. 

Owners, 1831. 

William Silsbee Dudley L. Pickman 

Zacb. F. Silsbee Nath. Silsbee 

Robert Stone Nath. Silsbee, Jr. 

James D. Gillis, Master. 

Registered June 2, 1834. 

Owners, 1834. 

Benj. H. Silsbee Dudley L. Pickman 

Zacb. F. Silsbee Nath. Silsbee 

Robert Stone Nath. Silsbee, Jr. 

John Nichols, Jr., Master. 

Registered at Boston, Apr. 24, 1833. 
Owners, 1833. 

Same as above, and Charles Preston is Master. 

Temporary Registration at Boston, Apr. 1, 1841, as a 


Owners, 1841. 

Zacb. F. Silsbee Nath. Silsbee 

Nath. F. Silsbee Robert Stone Dudley L. Pickman 
Charles S. Huntington, Master. 

(To be continued') 



By George Granville Putnam. 

( Continued from Volume LXI, page 96.) 

A history of Captain Luscomb was given when he was 
master of the barques Glide and Taria Topan, and the 
ship Mindoro. 

Ninth Voyage. — June 16, 1888, sailed from Boston, 
Capt. S. P. Bray, for Iloilo and Manila with 34,000 cases 
oil, returned to New York with 7500 bales hemp, arriving 
June 16, 1889. Absent twelve months. 

Tenth Voyage. — July 19, 1889, sailed from New York, 
Capt. S. P. Bray, for Iloilo and Manila with 35,000 cases 
oil and after discharging part of her cargo at Iloilo she 
proceeded to Manila with the balance. On July 15, 1890, 
she sailed from Manila for Iloilo in tow of the steamer 
“Taurus.” On July 12th she went ashore on the Island 
of Simara. On 14th the ship was abandoned, and Captain 
Bray took steamer and proceeded to Manila. The wreck 
was sold at auction at Manila as she lay on the reef for 
$516. Some time after the purchaser succeeded in getting 
the wreck off the reef and towed hack to Manila; was 
caught in a typhoon there, driven ashore and went to 

Frederick William Cleaveland. 

The mate of the Panay at the time of the wreck was 
Frederick William Cleaveland. He had been in the ship 
from 1878 to 1890, starting with the second voyage of 
the Panay. Mr. Cleaveland was a thorough sailor and an 
excellent officer. He began his sea life, “before the mast,” 
in 1876, in the barque Hannah W. Dudley, on a voyage 
between New York and Australia. He next sailed in the 
ship Samar and then in the Panay. He was sent to Scot- 
land, where he superintended the building of the iron 
barque Charles Brewer, which was commanded by Cap- 
tain Newell. Mr. Cleaveland’ s last vessel was the big 

( 129 ) 



ship Shenandoah, of which he was first officer six years, 
after which he retired. He was bom in Poughkeepsie, 
N.Y., in 1857, but his home town is now Norwich, Conn. 


A Salem vessel that achieved considerable prominence 
in her short life of eight years, because of her reputation 
for fast sailing, was the little, handsome barque Dragon. 
She was built in Newbury in 1850, and registered 280 
tons. When new, she was bought by Williams & Daland 
of Boston, the senior member of the firm being Hon. 
Henry L. Williams, who was bom in this city, and in 
1874 and 1875 was mayor of Salem. 

The Dragon sailed on her first voyage on April 10, 
1850, from Boston for Buenos Ayres. Her commander 
was Capt. Samuel Hutchinson, who began his sea life as 
a member of the crew of the famous Salem privateer 
America, which he followed by a voyage on the Salem 
school ship George, between Salem and Calcutta. He 
was the father of Capt. Samuel Hutchinson, Jr., also a 
shipmaster. The Dragon made the passage to Buenos 
Ayres in 61 days. She came back to Boston in 46 days, 
and completed the round voyage, including detention at 
Buenos Ayres, in the fine time of three months and eigh- 
teen days. 

Capt. Nathaniel Andrew. 

On the next voyage, under command of Capt. Nathaniel 
Andrew of Salem, she sailed from Boston, September 10, 
1850, for Buenos Ayres; arrived there November 1, 1850, 
and arrived home January 2, 1851. Another voyage be- 
tween Boston and Buenos Ayres was made under Captain 
Andrew, and that finished her South American trade. 

The vessel’s owners then placed her in the China trade, 
and on October 28, 1851, under Captain Andrew, she 
sailed from Boston, and arrived at Whampoa February 27, 
1852. She went to Hong Kong, Amoy, San Francisco, 
Hong Kong, Canton, Whampoa, Cumsing-moon, China, 



Canton, and home to New York. The ownership of Wil- 
liams & Daland ceased at the end of this voyage, and 
Captain Andrew did not again sail her. 

Captain Andrew continued to follow the sea, however, 
and his passing from earth on January 20, 1864, at the 
age of 51 years, was one of the tragedies of the sea which 
have been too common in the households and families of 
Salem. In command of the ship Elvira, he sailed from 
Calcutta for Boston, with a valuable cargo. The vessel 
experienced a severe hurricane in the Bay of Bengal, and 
on January 3, 1864, in latitude 3 North, while lying to, 
a spare topmast broke adrift and damaged the bulwarks 
and houses, breaking the stanchions and causing other 
loss. The vessel was under bare poles, with her sail in 
the water, and continually listing more and more, so that 
the masts had to be cut away to ease her. She was even- 
tually got before the wind, but she rolled so badly and 
shipped so much water that everything was swept over- 
board. In the meantime, she was settling fast, and to 
avoid being taken down in her, the crew took to the top 
of the deck-houses, which were washed overboard, for 
safety. Captain Andrew and the mate, as they were not 
seen afterwards, were lost. Eleven men on the first day 
were still on the house, but before night five of them 
■either died or were drowned. On the fourth day two 
men died, and on the fifth another died, leaving only 
William M. Palmer, second mate, of South wick Mass; 
George D. Blake, of Hyannis, third mate, and James 
Anderson, seaman, of Hamburg, and these, of a crew of 
twenty-five all told, alone were saved. On January 27, 
the French barque Clair, of Havre, fell in with the sur- 
vivors and took them off from the top of the deck-house, 
which, as before stated, was detached from the vessel 
when she went down. They were kindly treated and 
landed at Point de Galle, Ceylon. The Elvira was a fine 
ship of 1138 tons, built at Boston in 1855, and was owned 
by William F. Weld & Co. The vessel and cargo were 
largely insured in New York and Boston. Captain An- 
drew left a family in Salem. He joined the Salem Marine 
Society, June 1 , 1844 . 



On the return of the Dragon from this long voyage to 
China, San Francisco, and other ports, she was purchased 
by Salem merchants, and her registers at the Salem Cus- 
tom House read: 

Dragon — Bank, 289 tons, Newbury, 1850. Reg. Feb- 
ruary 14, 1854 — Benjamin A. West, James Chamberlain, 
Samuel West, Thomas C. Dunn, owners, Thomas C. Dunn, 
master. Reg. December 14, 1858, Benjamin A. West, 
James Chamberlain, David Moore, Samuel West, Edward 
Brown, William Graves, last named of Newbury port, 
owners, William McFarland, master. (Lost off Zanzibar.) 

Capt. Thomas C. Dunn. 

Capt. Thomas C. Dunn, the new commander of the 
Dragon , was born in Salem, the son of Thomas C. and 
Mary A. (Hutchinson) Dunn, and he died in Appleton, 
Wisconsin, May 9, 1910, in his 82d year. He was edu- 
cated in the public schools, and when 21 years of age, 
Benjamin A. West, owner of the barque Pilot, made him 
master of the vessel and sent her on a voyage to the 
Feejee Islands, and he next commanded Mr. West’s 
barque Dragon. In the latter he made the quickest pas- 
sage between Salem and New Zealand on record, sailing 
16,770 miles in 85 days. He had a wonderful experience 
while in the Feejee trade, while trading with the South. 
Sea Islanders, as narrated in the letter of George W. 
Crossette, printed in this sketch of Captain Dunn. Cap- 
tain Dunn continued in the merchant service until nearly 
the breaking out of the Civil War. He then shipped in 
the United States Navy, served four years, and part of 
the time commanded a gunboat. After the war he en- 
gaged in business in the South and New York, and three 
years before his death he went to live with his son Elmer 
E. Dunn, in Appleton. 

The Dragon, under command of Capt. Thomas C. Dunn, 
sailed on her first voyage for Benjamin A West, for the 
Feejee Islands and ports in the South Pacific Ocean. 
Captain Dunn had made two previous voyages to these 
same islands in the barque Pilot, sailing from Salem in 




1851, and on April 24, 1852. From there the Pilot went 
to Manila, and on the way home to Salem, put into Ba- 
tavia leaking badly, and was condemned. 

The Dragon sailed from Salem, February 22, 1854, 
and as the story of that voyage has been so well told by 
George W. Crossette, in the Appleton, Wis., Evening 
Crescent of April 30, 1910, it is here submitted: 

The sole survivor of the crew of the Dragon was, a few 
months ago, George W. Crossett of Appleton, Wis. He 
contributed the following story to the Appleton Crescent: 

“A pair of wings just put on exhibit in the reading 
room of the Appleton Public Library is a positive proof 
that there are flying-fish, for the wings were those of one 
of several flying-fish which fell onto the deck of the barque 
Dragon, Capt. Thomas C. Dunn, commanding, in the 
South Pacific Ocean, on a moonlight night in the year 

“These facts are attested in the log book of the Dragon, 
kept by George W. Crossette, then sailing before the mast 
on his first voyage, now a man 71 years old, living in 
Cleveland, Ohio, having been pensioned after 40 years’ 
service as cashier of the Lake Shore & Michigan Southern 
Railroad system. After his first voyage the sailor boy 
didn’t see his captain again, hut last summer he learned 
of Captain Dunn’s address and a correspondence began, 
the result of which is the donation of the flying-fish wings 
to the Appleton Library, and many pleasant reminiscences 
on the part of these two old sailors. 

“On this notable voyage the Dragon started from the 
old shipping town of Salem, Mass., on Feb. 22, 1854, and 
returned to Salem in 1856. On the 20th day out the 
equator was crossed, beating the record of the famous 
clipper, Witch of the Wave, by one day. The 69th day 
out Bass Straits, off Port Phillip Heads, the port of Mel- 
bourne, Australia, was reached, this being the fastest time 
on record of any English or American sailing vessel. An 
English ship got nearest to the Dragon’s record by making 
the trip in 72 days. 

“Captain Dunn’s barque went to the Feejee Islands, and 
repeatedly to Sidney, Australia, then hack to the Feejee 



Islands, also to New Caledonia and to Shanghai, China. 
The Feejee islanders were savage cannibals at that time, 
the missionaries just having begun their work and having 
as yet been unable to eradicate the taste for human flesh 
from among their naked charges. 

“Feejee is the way the name of these South Pacific 
islands was spelled in the days when Captain Dunn com- 
manded the Dragon, and the modern spelling, Fiji, was 
not adopted generally until long afterwards, when the 
English took possession of the islands. 

“One incident on this eventful voyage occurred at New 
Caledonia, now a French colony. One day a party of 
natives came aboard the Dragon. Towards nightfall the 
leader, a petty chief, objected to leaving the bark. Capt. 
Dunn feared that he would cause mischief if he remained 
on board during the night, so he forced the savage over- 
board. The next day a French priest visited the ship 
on behalf of the chief to protest against what the native 
called mistreatment, and the ship’s crew, gone in little 
boats after fresh water, was attacked by the savages and 
forced to abandon the casks and flee to the ship. 

“On this voyage, in latitude 50 in the South Atlantic, 
an iceberg 120 feet high was sighted, and many other 
interesting incidents during the two years’ sailing are re- 
corded in Mr. Crossette’s log. 

On a voyage previous to this one, Captain Dunn and 
his crew had an encounter with the natives of one of the 
Feejee Islands. Vessels sailing the South Pacific in those 
days always were well armed. The Dragon had four 
12-pounder carronades mounted on the deck and each 
sailor wore small arms aplenty, for the savages had cap- 
tured and murdered the crews of several vessels which 
fell into their hands. 

Captain Dunn’s ship was lying off a small island whose 
chief was at war with the natives on a larger island three- 
quarters of a mile away. While the men of the smaller 
island were gathering bi dico de mer, or slug of the sea, 
on the coral reefs, leaving the old men and women in the 
village, the hostile natives descended upon the village and 
set it afire and began to slaughter the inhabitants. Now 



the natives of the smaller island were gathering the hi 
dico de mer for Captain Dunn, and besides, some mem- 
bers of the crew were on shore, drying the sea-slug, so 
he took an interest in the fight to protect his crew and 
property. He ordered the guns to be fired, and drove 
the attacking natives away. The chief of the small island 
was wounded and died an hour after being brought aboard 
the ship for treatment. 

“The enemy was in strong force, having about 30 big 
war canoes, in each of which sat about 40 warriors. They 
retired to the main island and all day long the sailors 
could see their savage pandemonium, as they cut up the 
bodies of their captives, cooked them, and held a cannibal 
feast. They approached as near as they dared to the 
Dragon, and called the white men vile names, and told 
how they would capture them and eat their flesh. 

“Captain Dunn prepared for the attack he expected. 
He was at anchor, and in that position an easy prey; so 
he got under way. In the afternoon the savage fleet came 
out and scornfully declared that the whites were cowards 
and were running away from them. When the ship was 
turned towards them, they fired, but their old Springfield 
muskets were almost useless in their hands, for they would 
turn their faces away from the gun when firing. The 
Dragon’s starboard guns were turned upon the savages and 
a volley of grape-shot, spikes and bits of iron and chain 
sent at them. But there were canoes full of warriors on 
the port side, and to get at them the vessel had to be 
swung around, which was ticklish businss on account of 
the many coral reefs, and if the Dragon had failed to 
come around properly and got stuck on a reef, the natives 
in overwhelming force would have boarded the bark and 
carried out their threat of killing and eating the captain 
and crew. As it was, the Dragon swung around all right, 
and the savages were routed with a heavy loss of life and 
canoes. Afterwards Captain Dunn learned that his guns 
had killed 80 savages. It was necessary to make the 
attack on the natives to uphold the prestige of the white 
man in the Southern Pacific, and if this had not been 



done, the savages would think the white men were afraid 
of them and would become more bold and murderous. 

“Captain Dunn cherished a deep admiration for a young 
Am erican lad who sailed with him before the mast on 
this voyage. During the fight with the natives, when their 
shots were harmless because they were fired from an angle 
that sent them over the sailors’ heads, the only man 
exposed was the helmsman, who became frightened and 
forsook his post. At such a time, when the safety of the 
vessel depended upon keeping off of the reefs, Captain 
Dunn’s first thought was of the wheel, and he himself 
ran to take the frightened helmsman’s place. The little 
sailor hoy came running up to him and said ‘Captain, let 
me take care of the wheel ; the bullets might hit you.” 

“This young hero died soon afterwards of the cholera, 
in Manila, aged 15 years. Captain Dunn told his story 
to the other ship captains at that port, and all the British 
and American captains in their carriages attended the 
lad’s funeral. 

“Captain Dunn sailed the high seas for 16 years, meet- 
ing with such adventures as came only to the men on the 
old sailing vessels, before the big steamships robbed ocean 
voyages of much of their perils. After he had demon- 
strated to the hostile Feejee islanders that the white man 
was not afraid of them and could protect himself, no 
more ships were captured by them, and cannibalism, at 
least so far as Europeans and Americans were the victims, 
died out of the islands. 

“As to the fiying-fish, the average size of one can be 
quite accurately determined by adding one-half to the 
width of the wings in the library, from tip to tip. These 
fish have fins like other fish, the wings serving only to 
hold them up in the air for a short time. Often a school 
numbering thousands of flying fish will fly up from the 
surface of the ocean, skipping above the water much like 
a flat stone thrown by a person almost on a level with 
the surface. That they really fly, and fly quite high at 
times, is proven by the fact that the fish whose wings are 
now in the library flew high enough to fall above the ship’s 




The vessel arrived in Salem harbor Sept. 4, 1856, and 
when she came to anchor she fired a gun. There was a 
large military encampment on Winter Island at that time. 
The Dragon brought a full cargo of hemp to Benjamin 
A. West, her owner, who was the father of Arthur W. 
West of Salem. The vessel sailed from Manila April 25, 
Batavia May 27, and St. Helena July 21. 

In the marine column of the Salem Register of Sept. 
18, 1856, is the following, under the head of “Notice to 
Mariners” : 

“Captain Dunn of the barque Dragon of Salem, reports 
that on the passage from Feejee Islands for Shanghai, 
Sept. 12, 1855, he saw an island not laid down on the 
chart, northward, distant about five miles ; got good obser- 
vation and made its position latitude 8 degrees 20 minutes 
north, longitude 167 degrees 46 minutes east, by chron- 
ometer. It is a small sand island with low bushes, six 
miles in circumference, contains a few inhabitants, is 
surrounded by a coral reef about one-quarter mile from 
shore, and can be seen 15 miles from the ship’s masthead. 
The same afternoon saw the Michaleff group to the north- 
ward, as laid down on the chart. The Island of Vitos or 
Turtle Island, to the southwest of the Feejee group, has 
a large reef to the southwest, extending five miles from 
the land. It is quite dangerous, being in the track of 
vessels from San Francisco for Sydney, N. S. W. The 
Dragon made the passage from Salem to the Feejee Is- 
lands, a distance of 16,770 miles, in 85 days, the quickest 
on record.” 

As recorded in the crew list of the vessel, on file at 
the Salem Custom House, the following composed the 
members of the barque’s company, with their places of 
residence: Thomas C. Dunn, master, Salem; Alexander 
Green, Salem, mate; James Cross, Lynn, second mate; 
John Smith, Lucius Rice, Charles Williams, George Mills, 
E. C. Quackenbush and Robert Smith, seamen, no resi- 
dence given ; Patrick Berry, Salem, and George W. Cros- 
sett, Springfield, Mass., boys; John H. Fortine, Portland, 
cook and steward. 

Alexander Green, mate, became a shipmaster, sailed 



in the East Coast of Africa trade, and died while in com- 
mand of the barque Essex , of Salem. 

The Dragon sailed again for the Feejee Islands, under 
command of Captain Dunn, December 5, 1856. From the 
Feejee Islands she went up to Manila, and loaded there 
for home. She arrived at Salem, July 16, 1858. She 
sailed from Manila March 4, passed Anjier April 17, and 
St. Helena June 1, with a cargo of hemp for Benjamin 
A. West. Miss Lucretia Riley of Dover, H. H., was a 

List of crew of barque Dragon of Salem, Capt. Thomas 

C. Dunn, master, bound for Feejee Islands, returned at 
Salem Custom House, July 17, 1858, when she arrived 
home ip Salem: Edward Miller, Salem, mate; Benjamin 
Dimond, Salem, second mate; John Francis, not given; 
James Smith, Hew London, Ct. ; Edward Coffin, Beverly; 
Charles Baizley, Hew York; George Foster, Lynn; Louis 
Gizare, Hiraline; Simon P. Humphrey, 17, Salem; Ezra 

D. Kimball, Danvers, 18 ; Samuel Harkins and Alley 
Haskin, residence not given. 

On her next voyage, Mr. West sent the Dragon from 
Salem, December 23, 1858, under command of Captain 
William McFarland, to Zanzibar. From there she went 
to Aden, loaded some cargo, and arrived back at Zanzibar, 
August 24, 1859, to finish loading for Salem. She sailed 
August 31, 1859, and when 14% hours out, struck on 
Tom Shoal, 40 miles south of Zanzibar, and remained three 
days thumping heavily. She was hauled off and towed 
back to Zanzibar by the British Ship-of-war Clive. The 
Dragons keel was broken, sternpost started, and she was 
otherwise so badly damaged that she was condemned. The 
Clive was awarded $3,200 salvage. 

A part of her figurehead, which was the head and neck 
of a dragon, was taken from the wreck, and it was picked 
up at sea by Capt. William B. Bates. Captain Bates’s 
son, Atkins H. Bates, presented it some years ago te 
Arthur W. West, son of Benjamin A. West, the owner of 
the Dragon. Mr. West prizes it highly as a valuable relic, 
and it hangs with a picture of the Dragon in Mr. West’s 
house, 12 Chestnut street, Salem. 



The reader will note that Mr. Crossett tells of a battle 
that Captain Dunn had “in the Dragon on a previous 
voyage.” That is undoubtedly an error, for Captain Dunn 
had not sailed the Dragon before the trip on which Mr. 
Crossett was boy. The vessel was unquestionably the 
barque Pilot, owned by Mr. West, to which Captain Dunn 
referred in relating the story of “ a previous voyage.” 

Capt. Charles H. Allen, Jr., was mate of the Pilot, and 
he used to relate the story of the affair. He said that a 
war was raging between two native tribes, and that the 
master and crew of the Pilot were on friendly terms with 
the victors, but had to defend themselves from the van- 
quished while the battle raged. After it was over, Capt. 
Dunn and Mr. Allen were invited to a feast, but as it 
was human flesh, the bodies of the slain, they turned 
down the invitation, as such a dish was not at all to their 

The crew of the Pilot on that voyage, according to the 
roll on file at the Salem Custom House, were : Thomas C. 
Dunn, master; Charles H. Allen, Jr., mate; second mate, 
James (x — his mark) Lancaster; able seamen, Joseph S. 
Foster, James B. Boswell, Malden, and Samuel Ball; 
ordinary seamen, William Galbraith, George Clark, John 
M. Adams and James Fogg; cook and steward, Henry 

The mate’s wages were $25 a month; the second mate’s, 
$15; the able seamen’s, $12; the ordinary seamen’s, $5 ; 
and the cook and steward’s, $17. 

On the next voyage the Pilot, Captain Dunn in com- 
mand, sailed from Salem, April 24, 1852, for Pacific 
ports. She arrived at the Feejee Islands all right, and 
from there went up to Manila, arriving there April 26, 
1853. She loaded a full cargo for the Wests, and sailed 
for Salem. On the way down to Batavia, she sprang a 
leak and put into that port and was condemned previous 
to July 9, 1853. It is a pity that there is no roll of the 
crew at the Custom House in Salem. Ho lives were lost. 

The following is the register of the barque Pilot on file 
at the Salem Custom House: 

Pilot, barque, 199 tons, Marshfield, 1837. Reg. Oct. 


16, 1846. James Chamberlain, Samuel Chamberlain, 
George West, J. A. West and B. A. West, Benjamin Cox, 
owners; Joseph Hartwell, master. Reg. Jan. 26, 1849, 
George West, David Moore, John G. Waters, Samuel 
Chamberlain and son, Benjamin A. West, John A. West, 
owners; George F. White, master. Reg. June 15, 1850, 
George West, George West and Brothers, John G. Waters, 
S. Chamberlain & Son, John W. Goodridge, owners ; J. W. 
Goodridge, master. Reg. April 24, 1852, George West, 
Benjamin West, John A. West, James Chamberlain, own- 
ers; Thomas C. Dunn, master. 


The Highlander was built in East Boston in 1869, by 
Samuel Hall, who built the famous clipper ship Game- 
cock, and of whom it was said that “he never built a poor 
ship,” and “who shared with Donald McKay the honor 
of being the greatest shipbuilder of his time,” said the 
late Captain Arthur H. Clark. She was sold to Benjamin 
W. Stone & Brothers, of Salem, in February of that year. 
She was a fine vessel of 1,352 tons register, well built of 
good materials, and rated A-l for nine years at French 
Lloyds. Capt. John Devereux, of American Lloyds reg- 
ister, always spoke in very high terms of her. From 
Boston the ship proceeded to Hew York to load for San 

The Hew York Herald said of her: “The new clipper 
ship Highlander, now loading for San Francisco at Pier 
11, East River, is well deserving of the attention of all 
those interested in the growth and prosperity of our ship- 
ping. She was built by Samuel Hall, Esq., one of the 
most successful builders of clipper ships in this country, 
and her entire construction evinces a thorough knowledge 
of the requirements of the present day, the models now 
being constructed having for aim capacity as well as speed, 
and the Highlander combines these two qualities in an 
eminent degree. Our space does not permit us to go into 
all the minute details of her construction, but an inspec- 




tion of her by those of our readers conversant with marine 
architecture will well repay them, as we consider her one 
of the finest models of modern improvement in shipbuild- 
ing that we have seen for a long time. She is 191 feet 
long, 38 feet 6 inches breadth of beam, and 23 feet 10 
inches depth of hold. She is owned by Messrs. Benjamin 
W. Stone & Brothers of Salem, Mass.” 

The Highlander, on her first voyage, sailed from New 
York, April 22, 1869, Samuel J. Foster of Beverly, master, 
and arrived at San Francisco, August 30, 130 days pas- 
sage, — good time for a new vessel. From San Francisco 
Captain Foster sailed her to Liverpool, where she arrived 
February 25, 1870, in 145 days passage. From Liverpool 
the ship sailed March 27 for Singapore, and from there 
proceeded to Hong Kong, where she arrived August 17. 
From Hong Kong the vessel went to Saigon, thence took a 
cargo to Yokohama, Japan, reaching there March 30. 
She sailed May 3 for Hong Kong, arrived and remained 
in port there until July 25, when she sailed for Manila 
to load a full cargo for New York. She sailed from 
Manila Jan. 28, 1872, and arrived at New York May 20, 
making a splendid passage of 113 days. The round voy- 
age occupied three years, one month and twenty-eight 
days. Captain Foster did not go in her again. 

Capt. Samuel J. Foster. 

Capt. Samuel J. Foster was bom in Beverly, and he 
died there July 16, 1902, aged 79 years. He was a man 
of splendid appearance and he had quite a long and 
varied experience at sea. He began life on the ocean 
wave when he was only 11 years of age, by going fishing 
on the Grand Banks. What would some of the youngsters 
say today, if they were compelled to do that? Later, he 
shipped on a vessel that plied between Bio Janeiro and 
the West Coast of Africa, and on one of her trips she 
was seized in Africa on suspicion of being a slaver, by the 
United States Government. In 1851 and 1852, Captain 



Foster was mate of the ship Siam, owned by Tucker 
Daland of Salem, and commanded by Captain Ring, and 
from 1853 to 1856 he was mate of the ship Syren, Capt. 
Charles H. Allen, master. When Captain Allen retired, 
Captain Foster was placed in command of the ship and he 
made one voyage to San Francisco and Calcutta and an- 
other to Calcutta. During the Rebellion he was master 
of the ship Catherine, most of the time being employed 
on the coast of China. His last command was the new 
ship Highlander, in 1869, as before recorded, completing 
her maiden voyage as master and then retiring from the 
sea. In civil life he was a public-spirited citizen, highly 
esteemed by all who knew him. Frederick W. C. Foster, 
of Beverly and Boston, a graduate of Harvard, tells me 
that it was an event in his boyhood life to which he looks 
back with the greatest pleasure, of having been aboard 
the Highlander in the nineties, with his father, when the 
ship was in Gloucester harbor with a cargo of salt. The 
ship was then flying the German flag, sad to relate. 

Capt. William J. Chever. 

Hot to wander away from my subject, I would say that 
a gentleman contemporary with Captain Foster, was Capt. 
William J. Chever, who died in Horth Andover, Mass., 
July 11, 1892, a few days before Captain Foster passed 
away. A notice of Captain Chever will, therefore, not be 
out of place here. He was bom in Salem, son of the 
late Capt. James W. Chever of privateer America fame. 
He sailed as a boy in the brig Theodora, owned by William 
Heal & Brothers of Salem, and also in the old ship Brook- 
line of Salem, owned by Hon. Stephen C. Phillips and 
commanded by Captain Robinson, to Valparaiso, Manila 
and home in 1837 and 1838. 

About 1846 or 1847, he took command of the ship Eliza 
Arm, owned by Stone, Silsbees & Pickman, and was mas- 
ter, in 1849 and 1850, of the new ship Australia, owned 
by the same firm, in which he continued two voyages. He 
next commanded the ship Ocean Eagle, and the ship Ham- 
let, both owned by H. W. Heal of Salem, and lastly had 



charge, in 1861, of the barque Magi , owned by Tucker, 
Cooper & Co. He retired from the sea about 1883. Capt. 
Chever was, says my informant, one of the finest men 
who ever trod the deck of a ship, and a splendid repre- 
sentative of that class of shipmasters who gave old Salem 
a name high in the commercial annals of the world. He 
was the very soul of honor. 

Captain Chever and Captain Foster were also contem- 
porary with all of the famous old East India and China 
captains in their day, whose very names were familiar 
household words. Among them were Capt. Philip Du- 
maresque of the ATcbar and the Florence; Capt. Nathaniel 
B. Palmer of the Horatio and the Oriental; Captain 
Nichols of the John Q. Adams; Capt. Charles H. Allen 
of the St. Paul and the Shirley; Capt. Robert (“Bob”) 
Waterman of the Sea Witch; Capt. Josiah P. Creesy of 
the Flying Cloud and the Oneida; Capt. Charles Endicott 
of the Virginia and Josiah Quincy; Capt. John B. Fiske 
of the Nightingale; Capt. Charles Ranlett and Capt. Fred- 
erick I. Johnson of the Surprise; Captain McNicholl of 
the Montauk; Capt. Nathaniel J. Kinsman, Capt. Josiab 
Dudley and Capt. John Mullin of the Sumatra; Capt. 
William G. Nutting of the first ship Sooloo; and a hun- 
dred other names equally as prominent as masters of 
splendid ships in the era of that marvel of the seas, the 
American clipper ship, which for speed had no rival in 
the world. 

Capt. Joseph W. Wellcomb. 

On her second voyage, Capt. Joseph W. Willcomb took 
command of the Highlander. She sailed from New York, 
Aug. 20, 1872, for San Francisco, and arrived there Feb. 
4, 1873. Thence she went to Liverpool, and from there 
to King George’s Sound, Australia, and then up to China. 
She traded there a long time. She sailed, Oct. 20, 1874, 
for San Francisco, and when a few days at sea the ship 
ran into a genuine typhoon, during which Captain Will- 
comb suffered a broken leg. The ship put back to Hong 
Kong to land the captain, after which she proceeded to 
San Francisco in charge of the mate, Charles H. Tibbets 



of Salem. At San Francisco, Captain Willcomb again 
joined her, and went to Hong Kong and Manila, and home 
to Boston. Captain Willcomb then retired from the sea. 

Capt. Joseph W. Willcomb was bom in Ipswich Oct. 12, 
1827, coming of an old Ipswich family, and he died there 
July 13, 1892, after a long illness. At the age of 12 
years he began a seafaring life. Before he was 30 years 
old he was master of a ship. He made his first voyage to 
sea in the ship Hamilton, commanded by Capt. William 
Henry Allen of Salem, on a voyage to Manila. He next 
sailed in the ship Elizabeth, Capt. J. Stamford Kimball, 
both of Salem, which left Salem April 6, 1849, for Cali- 
fornia and the gold fields. He sailed in the barque 
Europa, Capt. Samuel Hutchinson, Jr., of Salem, and as 
mate of the fine old ship Malay of Salem, owned by Stone, 
Silsbee & Pickman of Salem, and was promoted to com- 
mander of the ship in 1855. He continued as master of 
her until 1861. His next commands were the ship Ho- 
ratio Harris, and the ship Ocean Rover, owned by Silsbees, 
Pickman & Allen, two voyages; then he sailed their ship 
Shirley, and lastly the Highlander, owned by Benjamin 
W. Stone and Brothers. He arrived in the last named at 
Boston, March 13, 1876. He then retired from a sea 
life, and resided until his death in Ipswich. 

Capt. Charles H. Tibbets. 

Capt. Charles H. Tibbets was born in Salem, July 12, 
1840, the son of Henry H. and Mary Jane (Rust) Tibbets. 
He died in Salem, Aug. 19, 1895. He graduated from the 
old Phillips School, and next attended that excellent pri- 
vate school kept by William Leavitt, taking a full course 
of study in navigation. He first sailed in the employ of 
the late Capt. J ohn Bertram, on voyages to the East Coast 
of Africa. He sailed as mate of several fine ships, and 
for some years was mate of the Highlander. After leav- 
ing the Highlander he took charge of the elegant ship 
Centennial, so named in honor of the Centennial year, 
1876. He made a voyage in her from Liverpool to Hong 
Kong, Iloilo (Philippine Islands) and Hew York, making 
two of the fastest passages ever placed to her credit. He 
was next master of the ship Sunrise, two voyages ; master 




of the ship Southern Cross one voyage, and lastly of the 
fine ship Sea Witch several voyages. He arrived home 
on October 19, 1894, and then gave up sea life. He was 
remarkably lucky and successful on all his voyages, always 
making good passages, and going and coming with the reg- 
larity of a steamer. He joined the Salem Marine Society 
in April, 1890. He was a member of Essex Lodge, A. F. 
& A. M., and other Masonic orders. He married Mary 
Eliza Putnam, the daughter of the late Capt. Perley Z. 
M. P. Putnam of Salem, and she made several voyages 
with him. She died a few years ago. Captain Tibbets 
joined the Salem Marine Society, March 1, 1878. 

Capt. Samuel Hutchinson, Jr. 

The Highlander sailed from Boston, Hov. 27, 1876, 
under command of Capt. Samuel Hutchinson, Jr., for 
Hong Kong. A large party of Salemites went down in 
her below Boston Light, and returned in the tug to Bos- 
ton. The ship arrived at Hong Kong, May 12, 1877. 
From there she went to New York, arriving home No- 
vember 30, 1878, having been absent two years, nines 
months and ten days. 

When the ship left on the latter voyage, Captain Hutch- 
inson was master; Charles H. Tibbets, mate; W. Frank 
Powars, second mate, and Albert K. Woodbury, carpenter, 
all of Salem. Mr. Powars left the ship in Hong Kong 
and joined as mate the ship Sumatra , owned by the Stone 
Brothers, and went over to San Francisco, and Captain 
Hutchinson, Mr. Tibbets and Mr. Woodbury came home 
in her to New York. 

When she sailed from New York in February, 1878, 
under Capt. Samuel Hutchinson, Jr., a few Salemites, 
besides Benjamin W. Stone, William Stone and Joseph 
Stone, were on the wharf to see her depart and to wish 
bon voyage to their friends on the ship. It was a splendid 
February morning. The tug towed her from the wharf 
to the stream, and as the ship swung around and headed 
for Sandy Hook and the open sea, she was a picture to 
behold, — “a painted ship on a painted ocean,” as charac- 
terized by Coleridge in “The Ancient Mariner.” The 



white sails, which had been loosened before she left the 
wharf, were being fast set, and the bright spars glistening 
in the sun, and the graceful hull as it floated on the water, 
formed a picture which the writer vividly retains to this 
day. As the ship was moving slowly, the American flag 
was dipped three times, and that caused an eye-witness 
to exclaim, “There goes a damned Yankee clipper.” The 
writer and the others watched her as far as the eye could 
follow, and then returned to the big city. That was the 
last time the writer ever saw her, and he will always 
always remember her with pleasure. 

A singular accident happened just before she sailed. 
A large sow with her litter of unborn pigs was brought 
down to the side of the ship. Six or eight men took hold 
of her legs, two others had their hands on her back, and 
they were endeavoring to get her up an incline and over 
the rail onto the ship’s deck. Just as she reached the 
top of the rail she gave an extra effort to free herself. 
One of the hands of the men slipped over on her snout, 
and instantly the old sow’s jaw snapped off the top of a 
finger, and the man ran screaming up the wharf in charge 
of a policeman, while the sow landed on the deck. A 
few days later, at sea, she gave birth to a fine litter 
of ten pigs. 

Capt. Samuel Hutchinson, Jr., was born in Salem, 
February 23, 1823, the son of Capt. Samuel Hutchinson, 
who began sea life as a privateersman on the famous 
private armed ship America of Salem, and he afterwards 
sailed two voyages before the mast on the ship George 
of Salem, to Calcutta, when the ship was brand new. The 
son inherited his father’s love for the sea, and after 
finishing his education in graduating from the old Salem 
English High School, October 15, 1842, he early went to 
sea. He became master of the barque Europa, ship Malay, 
ship Derby, and the new ship Sonora, before taking com- 
mand of the Highlander. He died in Brookline, Nov. 
13, 1892. He joined the Salem Marine Society August 
27, 1857. 






Cart. Benjamin P. Clough. 

The Highlander sailed on her next voyage, Jan. 15, 
1881, for Hong Kong and a market, under command of 
Capt. Benjamin P. Clough. She arrived at Hong Kong 
June 4, after a fine passage of 139 days. She loaded 
there for San Francisco, and arrived there October 29, 
1881. She remained there about four years, Captain 
Clough in charge. Finally, she was loaded for Hong 
Kong, and Capt. Nathan A. Batchelder of Salem came 
on to command her, and Captain Clough returned to 
Salem in poor health. 

Capt. Benjamin P. Clough. 

Capt. Benjamin P. Clough was born in Salem and edu- 
cated in the public schools. He was early apprenticed 
to the crockery- ware trade, to William Bowditch, whom 
older citizens of Salem will readily recall. A love for the 
sea, being a member of a Salem sailor family, he shipped 
as cabin-boy, became a thorough seaman, working his way 
up to master. He sailed several voyages with his brother 
and was first officer of the old ships Aurora and Augustine 
Heard. He commanded the ships Malay, Sumatra and 
Highlander, all owned by Benjamin W. Stone & Brothers. 
The last two years he remained ashore he suffered from 
rheumatism and heart disease. He served in the volun- 
teer United States Navy during the Civil War, and was 
a comrade of Post 34, G. A. R. He made twenty-one 
voyages around the world. He was 63 years of age, and 
he never married. Captain Clough died suddenly, Nov. 
13, 1898, at his home on Curtis Street, of aneurism of 
the heart. He joined the Salem Marine Society June 2, 

Capt. Nathan A. Bachelder. 

The last commander of the Highlander was Captain 
Nathan A. Bachelder of Salem. He returned as master 
of the barque Taria Topan (named for a high-minded 
Hindu merchant), and owned by Capt. John Bertram, 
August 10, 1884. “I had been at home a few months 



only, when,” to use his own words, “William Stone called 
on me to take charge of his ship Highlander. As I had 
only forty-eight hours’ notice, I was obliged to hurry 
matters. Leaving Salem for San Francisco, after a trip 
of six days across the continent, I found on arrival there 
the ship loaded with a cargo of flour. After shipping a 
crew, I sailed for Hong Kong. As the ship had been 
lying four years in San Francisco, her bottom was very 
foul. I arrived at Hong Kong after a passage of seventy- 
two days, and remained in that port eleven months. Then 
I sailed for Manila, loaded a cargo of hemp on owners’ 
account, and arrived at Hew York after an absence of 
nineteen months. This was the last ship the Stone Broth- 
ers owned, and the last voyage they planned. And now 
this ends my sea life of forty-eight years, sailing more 
than 1,600,000 miles on the ocean, visiting many foreign 
ports, with no serious trouble at sea or on shore, and with 
a thankful heart I acknowledge a kind Providence speci- 
ally directing and watching over me these many years.” 
The foregoing was reported to the writer in a personal 
interview for publication in the Salem Evening Hews. 

Captain Bachelder died in Salem, September 2, 1903. 
He was thirty-three years a member of the old Salem 
Marine Society. Leonard A. Bachelder, of Auckland, 
H. Z., is his son, and Misses Kate E., Mabelle and, Minne- 
haha Bachelder, all of Salem, are his daughters. 

A complete history of Capt. Bachelder’S life is printed 
in the second series of “Salem Vessels and Their Voy- 
ages,” published by the Essex Institute. 


The Highlander had a magnificent figure-head of a 
Scottish Chief. It was 10 feet over all, and was a piece 
of superb carving and gilding. If one would like to 
have an idea of its size, he has but to step into the corri- 
dors of the Peabody Museum of Salem and see the splen- 
did models that graced the ships Grandee and Rembrandt. 
The Highland Chief was dressed in his plaids and hi 3 
kilts and under his arm was his bagpipe, while his fingers 
pressed the keys. I have thought many times how often 




liis knees and his handsome face must have been washed 
by the heavy seas as the ship pitched into them. Cer- 
tainly the figure-head was in keeping with the fine old 
ship itself, now gone to Davy Jones’ locker. It is a pity 
that it could not have been removed when the ship was 
changed to a coal-barge, and have been preserved, with 
others, in the Peabody Museum in Salem. 

End op Ship. 

An d that ended her connection with Salem. Her 
owners sold her to a German account, under which flag 
she sailed for some time. On one of her voyages she 
came to Gloucester with a load of salt, and many Salemites 
went down to see her. She was finally sold for a coal- 
barge, continued so for some time, but on the morning 
of September 11, 1902, while on the way to Providence, 
E. I., loaded with 2,000 tons of coal, and in tow of tug 
Navigator, the tremendous seas that broke heavily over 
her decks, caused her to strain, opened her seams, and 
caused her to leak badly. The Enos Soule, another old- 
time ship, was also in tow, and when it became evident 
that the Highlander was doomed, those on the tug-boat 
bent every effort to save those on the barge, and were 
successful. The disaster occurred one mile U.W. by H. 
of Fire Island light-ship. As her masts were sticking 
out of water after she sunk, the United States tug Sam- 
oset went and destroyed her, as she was a menace to navi- 
gation. And thus ended the life of the good old ship 
Highlander of Salem, than which no better vessel ever 
sailed the ocean blue. 

Eemaeks on Her Sale. 

When she was sold for foreign account, the Hew York 
Evening Sun of August 31, 1888, had the following 
article concerning her and her owners : 

Sale of the Ship Highlander. 

“The ship Highlander, 1286 tons, has at last been sold. 
Eor nearly two years she has been lying idle near the 
Wall Street ferry, where she has been regarded by the 



dock-hands as a land, or rather, water-mark. The ancient 
ship was owned by the Stone family of Salem, Mass., the 
survivors of which are three bachelors, all over 70 years 
of age. The old gentlemen, who are worth many mil- 
lions, have clung to the customs of their early days and 
live alone in state in their old homestead. 

“They were great merchants in their day, but one by 
one their ships were lost or became unseaworthy, until 
eventually the Highlander was the last of their fleet. 
They hated to haul down their flag, and so the old ship 
has been lying at the Pierpont stores ever since her last 
voyage, under the loving care of two ancient mariners of 
Salem, who have divided the watches through many a 
stormy night. As one of the old sea-dogs received $3.00 
per day to the other’s $2.50, he appointed himself captain 
of the old ship, and conducted himself with becoming 

“While the Highlander has been for sale, Mr. Stone, 
who regarded her as an heirloom of the family, set the 
prohibitive price of $30,000 on her. This figure was 
laughed at, for, until two months ago, ships equally as 
good were going begging at half the price, but the recent 
flurry in oil freights has greatly enhanced the value of 
appropriate shipping at this port. Many offers were made 
for the vessel through Scammell Brothers, the ship agents, 
and yesterday news came of her sale at the Stones’ price, 

“The Highlander is 20 years old, but well seasoned and 
a good carrier. Several thousand dollars’ worth of repairs 
will have to be put on her before the insurance people 
will take the risk, and the wharfage bill will amount to 
over $5,000. Once before, she lay three years in San 
Francisco harbor, awaiting orders. 

“The Highlander has been on many trips for the old 
brothers, carrying their own cargoes. They would send 
her from here to China laden with dried apples, clothes- 
pins and Yankee notions, which were peddled out from 
port to port in the Celestial Empire. This disposed of, 
the captain would proceed to Manila in the Philippine 
Islands, where he would remain a year or so, perhaps, 



awaiting orders from Salem. News would finally come, 
together with all necessary cash, at some favorable stage 
of the market. Then the captain would go ashore and 
buy a cargo of the best Manila hemp, about 8,000 bales, 
at the bottom rate for cash, and clap on all sail for New 

“As soon as the Highlander would arrive, the Stones 
stored the cargo, set their own price and would not sell 
until the market reached their figure, sometimes having 
to wait as long as four years. These large blocks of hemp 
were usually a thorn in the sides of the regular hemp men, 
and matters generally ended by their combining and buy- 
ing lots at Stones’ price. The last cargo, bought in 1886, 
remained in store until last June, when the hemp trust 
was forced to purchase it. The result was a profit to 
Stone of $5,000. 

“The Stones are of the extinct type of old school mer- 
chants. Benjamin Stone, the oldest, at least 80 years of 
age, is the head and transacts all the business. He was 
on the Highlander when she arrived on her last voyage, 
and many gazed at the old patriarch who used snuff and 
dressed in the ancient beaver and swallow-tail coat. He 
used to wander around Wall Street at 7 o’clock in the 
morning and upbraid the merchants in their offices for 
the lax business hours of this generation. He was a great 
talker, replete with ancient anecdote. 

“He lived at the Astor House, used to go to Brooklyn 
every morning, hand the watchmen a paper and an apple, 
ask how the ship was, and then return. When the duty 
on the last cargo of hemp was due, he insisted on going 
to the Custom House in person with the amount in gold, 
and made Mr. John Lund, the handsome but diminutive 
associate of William S. Daland, the hemp broker of Water 
Street, accompany him. He remarked to Lund, after 
matters were arranged, ‘That in case we were attacked, 
you might holler.’ ” 

The Firm of Stone, Silsbees, Pickman. 

The ship Mindoro was owned by the firm of Stone, 
Silsbees, Pickman & Allen. In a sketch of Hon. Benja- 



min H. Silsbee, published in “A Record of 50 Years of 
the Old Ladies Home of Salem,” Hon. Robert S. Rantoul 
writes: “The well established commercial house of Stone, 
Pickman & Silsbees began active business in 1798, and 
lost, by the French spoliations of that year, the new brig 
Alert , for which loss, thanks to the imperious demands 
of Andrew Jackson, they recovered compensation a cen- 
tury later. They had no articles of co-partnership. It 
was merely an association of gentlemen who could trust 
one another. It had for members, in the course of its 
long career, Robert Stone, Senior, with his sons Benjamin 
W. and William Stone ; Dudley Leavitt Pickman, his son, 
William W. Pickman, and his grandson Dudley Leavitt 
Pickman; Senator Nathaniel Silsbee and his son, Mayor 
Nathaniel Silsbee; the Senator’s brothers, Zachariah F. 
and William Silsbee, with the son of the former, George 
Z. Silsbee, and the sons of the latter, Benjamin H. and 
John H. Silsbee; George Henry Allen and George T. 
Sanders. They had a counting-room on the comer of 
Derby and Charter streets until 1845, when they moved 
to the Manning Block, which took the place of the Sun 
Tavern in 1828, and there they remained until 1855, 
when they took rooms in the new Asiatic Building, and 
there they continued to occupy until 1892. The associa- 
tion finally dissolved in 1898.” Their last office was in 
the Sears Building in Boston. 

A nearly complete list of the ships owned by the firm, 
with their commanders, has been given the writer by Mr. 
George H. Allen, who speaks from memory, as follows. 
Mr. Allen is the sole survivor of the firm. 

Ship Aurora — Captain, William H. Clough. 

Ship Sooloo (the first) — Captains, Samuel Very and 
William G. Nutting. 

Ship Sooloo (the second) — Captains, Charles H. All en, 
Jr., Daniel H. Hutchinson, John H. Shatswell, Charles 
H. Allen, Jr., and W. Frank Powars. 

Ship Derby — Captains, Samuel Hutchinson, Jr., Chas. 
H. Allen, Jr., and Samuel A. Lord. 

(To he continued') 

From a lithograph in the F. B. C. Bradlee collection 


And the Effect of Land and Water Transportation 
On the Confederacy. 

By Francis B. C. Bradlee. 

( Continued from Volume LX I, page 48.) 

The better class of blockade runners obtained regular 
-clearance papers from the local Confederate authorities, 
and for the cotton, naval stores, etc., taken out bonded 
themselves to bring in a certain amount of necessary sup- 
plies for the Confederate or State governments. Usually, 
however, the cargoes were private property and were re- 
tailed at exorbitant figures to the people of the interior. 
Some of the Confederate officials in Florida were guilty 
of peculation in the handling of government supplies 
through the blockade, disposing of a portion and pocket- 
ing the proceeds. There were also government employees 
who themselves engaged in blockade running, and then 
sold the stuff thus imported at high rates to the govern- 
ment whom they were supposed to serve. 

Governor Milton of Florida condemned blockade run- 
ning. He investigated the traffic and believed that while 
in a measure it relieved the pressure felt by the loss of 
Southern cotton, it also tended to lower the value of Con- 
federate securities, took from the South much wealth, and 
demoralized the people.* 

The different states of the Confederacy, especially North 
Carolina, became interested in cotton speculations. Its 
Governor, Vance, had bought 15,000 to 20,000 bales by 
the end of 1862. Much of this cotton reached Europe, 
where it was hypothecated and the proceeds were used in 
arming and equipping the North Carolina troops. It is 
a well known fact that the soldiers from this state were 
better clothed and shod than those from other parts of the 
Confederacy. The State of North Carolina also owned, 

* The Civil War in Florida, by W. W. Davis, pp. 197-99. 

( 153 ) 


wholly or in part, the well known blockade runner “A. D. 
Vance,” a steel steamer, built on the Clyde by Caird and 
Co. in 1862, as the “Lord Clyde,” measuring 236 feet long, 
26 feet beam. After the “Vance’s” capture by the United 
States fleet, she was purchased by the Uavy Department 
in September, 1864. She was a larger and much more 
substantially built vessel than many of the other blockade 
runners. The Government renamed her the “Advance” 
and took her into the blockading fleet. After the war the 
“Advance’s” name was changed to “Frolic,” and she was 
stationed on the European squadron and on the South 
American station; she was finally sold when the unser- 
viceable vessels of the Uavy were disposed of in 1883. 

Mention has been made previously of the blockade run- 
ner “Banshee I,” the first steamer built of all steel. There 
were several other blockade runners constructed of the 
same material. Among these was the “Bat,” turned out 
at the yard of Jones, Quiggins and Co., Liverpool, and 
measuring 230 feet long, 26 feet beam, with a loaded 
draft of 6 feet 6 inches. The motive power consisted of 
two oscillating engines, each having cylinders 52 inches 
in diameter, 4 feet stroke. This vessel was captured 
October 16th, 1864, with a cargo consisting mainly of 
machinery. She was purchased by the United States Uavy 
Department, fitted with a light gun battery, and assigned 
to the blockading fleet. After the war the “Bat” was 
sold, entered the merchant service, and for several years 
ran in the coastwise trade as the “Teaser.” This steamer, 
with several other ex-blockade runners, were subsequently 
altered into towboats for the lower Mississippi Biver. 

The “Lilian,” previously mentioned, was another steel 
vessel. She too was sold at the close of hostilities, placed 
in the merchant service in the Gulf of Mexico for a few 
years, and at a later period she was found as the “Ces- 
pedes” in a Cuban filibustering expedition, in company 
with the “Cuba,” formerly the blockade runner “Lady 
Stirling,” and the “Virginius,” formerly the blockade 
runner “Virgin.” She had been built on the Clyde in 
1864 and was designed especially for a blockade runner. 
Her lines were most symmetrical and her engines remark- 



ably powerful for her size, making the “ Virgin” one of 
the swiftest vessels ever constructed up to that time. She 
had an eventful career in running the blockade and made 
several successful trips between Mobile and Havana. 
Finally she was shut up in Mobile Bay and used by the 
Confederate authorities as a dispatch and transport 
steamer between Mobile and Spanish Fort. 

In 1873 the “Virginius” was commanded by Captain 
Joseph Fry, formerly a lieutenant in the United States 
and Confederate navies, and was captured in November 
of that year by the Spanish man-of-war “Tornado,” taken 
to Santiago-de-Cuba, where, after a farcical trial, Fry and 
nearly all his crew were shot by the Spanish authorities. 
This act created a tremendous sensation in the United 
States and brought the two countries to the verge of war. 

Fry had had a very gallant career in the Confederate 
ISTavy and was badly wounded while commanding the gun- 
boat “Maurepas” in 1862, in a desperate fight with the 
Union fleet on the White River, Louisiana. When his 
health was sufficiently restored to admit of active service, 
Lieutenant Fry was, in 1863, placed in command of the 
blockade runner “Eugenie,” belonging to the Confederate 
Government. Here he proved himself a skillful, daring 
commander, and met with remarkable success. On one 
occasion the “Eugenie,” when coming into Wilmington 
loaded with gunpowder, ran aground on the bar outside 
of Fort Fisher, within range of the guns of the blockading 
squadron. From the fort, Fry was ordered to abandon 
his vessel, in order to save his crew from what was con- 
sidered an inevitable explosion. Determined to save his 
ship or perish with her, he sent off in small boats all of 
the men who would go, and then remained at his post, 
with shells falling in the water all around him ; lightened 
her, and with the tide carried her safely in, — a deed of 
cool gallantry not surpassed in the annals of war. He 
stood the chance of being blown up, without the excite- 
ment of battle to nerve him, for he had no armament with 
which to return the fire. To have made his escape to the 
adjacent coast would have been easy, and would have been 
obedience to orders; but he could not abandon his vessel 


and her precious cargo, for munitions of war were then 
a pressing necessity to the Southern Confederacy. 

In the spring of 1864, Lieutenant Fry was stationed 
for some time at St. Georges, Bermuda, as the government 
agent for the Confederate ISTavy; after which he was sent 
to Scotland to bring out a new blockade runner building 
on the Clyde, and which, in honor of her future com- 
mander’s wife, was named the “Agnes E. Fry.” A news 
item in the Richmond Examiner of October 8th, 1864, 
concerning this vessel says : 

“. . .A telegram from Wilmington advises that the 
fine steamer, ‘A. E. Fry,’ had returned to Bermuda, after 
four unsuccessful attempts to run through the blockade 
into the former port. The ship is owned partly by the 
firm of Crenshaw Brothers (of Richmond), in connection 
with the government, and is commanded by Captain Joseph 
Fry. We have not been informed of the circumstances, 
but are satisfied that the skill and good judgment of 
Captain Fry saved the ship from capture or destruction.” 

Many of the early steel-built blockade runners were so 
badly put together that wonder was often expressed that 
they ever lived to cross the Atlantic. The frames of these 
vessels were of such light material that their powerful 
engines strained their hulls very badly, especially when 
the steamers were put at top speed, as they often were 
when chased by some of the blockading fleet. They some- 
times arrived at destination with the plating seams opened 
to such an extent that it was only with difficulty the pumps 
kept the craft afloat. The later blockade runners were 
mostly larger and better built of heavier material, with 
comparatively more engine power than those first con- 

But few of the higher class of blockade runners fell 
into the hands of the United States fleet. The finest of 
this fleet was the “Colonel Lamb” (named for the com- 
mander of Fort Fisher), the property of the Confederate 
Government. This steamer was built by Jones, Quiggins 
and Co., of Liverpool, late in 1864, and was a paddle- 
wheel steamer of 281 feet long, 26 feet beam, 11 feet 



depth of hold, fitted with two oscillating engines, and the 
hnll divided by four watertight bulkheads. On her trial 
trip, in a two-honr run, she made 1634 knots, or 19.3 
miles per hour. The “Colonel Lamb” was without doubt 
the finest blockade runner ever constructed. Laird Broth- 
ers of Birkenhead built the machinery for her and for 
the “Owl” and the “Bat,” all three belonging to the Con- 
federate Government. Each steamer had two oscillating 
engines with cylinders 52 inches in diameter and 4 feet 
stroke, operated at a steam pressure of 30 pounds, then 
considered enormous. 

Among the steel-built blockade runners that were cap- 
tured, sold by order of the United States prize courts, and 
purchased by private individuals, were the following: the 
“Lucy,” later in the coastwise trade, where she remained 
for three or four years; the “Tartar,” formerly the 
“Wren,” built by Laird Bros., was sent to the Gulf of 
Mexico, and ended her career as a towboat on the lower 
Mississippi River. Then came the “Savannah,” formerly 
the “Hope,” one of the larger type of vessels belonging 
to the Confederate Government ; the “Palmyra,” formerly 
the “Deer,” and the “Zenobia,” formerly the “Stag,” large 
paddle steamers built at Hewcastle-on-Tyne, England. 
They were subsequently bought by a Boston firm, who ran 
them from that port to the Gulf of Mexico, and afterwards 
to South America for a few years, where their record 
under the American flag closes. 

An all-steel twin-screw propeller of 550 tons, the “Peli- 
can,” built at Hull, England, became a blockade runner 
and was afterwards in our coastwise service. It is a 
matter of great difficulty to trace the names of some of 
the blockade runners, as their owners often changed their 
vessels’ names several times, so as to cover their identity 
in case of capture. In many cases the United States naval 
officers were unable to find any papers whatever showing 
the names or ownership of their prizes, or anything to 
identify the vessel, they having been thrown overboard 
when capture became imminent. In 1864 Laird Bros., 
Birkenhead, England, built four paddle-wheel steamers 
for blockade running, having frames and shell plating of 


puddled steel, named the “Lark,” “Wren” (previously 
mentioned), “Isabel,” and “Penguin.” The first two 
were each 211 feet long, 23 feet beam, 10% feet depth of 
hold, and were fitted with oscillating engines of 120 nom- 
inal horsepower. The two last named were each 246 feet 
long, 30 feet beam, 13 feet depth of hold, and had the 
same type of machinery, developing 260 nominal horse- 

Through its Treasury Department, the Confederate 
Government started an opposition line of blockade run- 
ners of its own in 1863, composed of five steel paddle 
steamers similar to the “Banshee I,” — the “Yenus,” 
“Hebe,” “Juno,” and “Vesta.” They brought in sup- 
plies necessary for the Confederate army and navy, and 
ran out cotton in hales to Nassau, to pay for supplies 
furnished; also, last but not least, dispatches from the 
Southern “Commissioners” residing abroad. Arrange- 
ments were also made by the Confederate Post Office De- 
partment for the carriage of their foreign mail. 

These vessels were singularly unfortunate, or other- 
wise, for they all ran ashore on their first or second voy- 
ages. It was said at the time that they interfered with 
the business of the large trading companies, so called, 
whose fleets made up most of the blockade runners. It 
would appear that this was true, for most of the govern- 
ment-owned steamers of a later date were commanded by 
Confederate naval officers. 

The flimsy fashion in which some of these steel vessels 
were constructed may be seen from the following report 
as to the condition of the H. S. S. “Bat” (a captured 
blockade runner), then a month or more in the navy, and 
but about nine months old: “I would again respectfully 
call your attention to her. Lying in the smooth water 
of the James River, she leaked 20 inches in 24 hours. 
By the settling of the deck amidships, the woodwork has 
encroached so much upon some of the working parts of 

* Nominal horsepower is the result of an arbitrary rule, de- 
pending on the diameter of the cylinder and the length of the 
piston stroke. Indicated or actual horsepower is the' power of 
the engines as shown by the indicator. 



the machinery as to necessitate the cutting away of a por- 
tion of it. The tubes in the boilers have begun to give 
out. Twenty in one, and five in the other boiler, are 
now plugged. Those and other matters reported by the 
engineer in charge, have been referred to the fleet engi- 
neer. Her decks require thorough calking, some of the 
seams being nearly three-quarters of an inch wide, with 
nothing in them.” 

As further evidence of the frail structural work of 
many of these steel-built steamers, an English engineer 
of that period said: “There is no doubt that the blockade 
runner ‘Lelia,’ which went down off Llandudno last year 
(1865), with Mr. Thomas Miller, of Liverpool, on hoard, 
foundered because some of her steel plates giving way be- 
low the water-line. She was strongly framed, but, like all 
those boats, heavily engined, and her commander, in spite 
of proper precaution, pushed her ahead against a heavy 
sea, and thus the very power which would have carried 
a rigid iron vessel safely through the waves, became her 

“The powerful engines almost forced the framework 
through the delicate steel shell, causing it to buckle and 
crumple and give way from the rivets, against the mighty 
pressure of the waves. Many shipbuilders say, at the 
present time, that the difficulty of obtaining one hundred 
or even fifty tons of steel of uniform quality throughout 
is a great hindrance in many instances to its adoption.” 

Other well known blockade runners were the “Lizzie” 
and the “City of Richmond.” The former steamer plied 
principally between Havana and Galveston, Texas, and 
in order to get over the bar at that port she was con- 
structed on a very light draft principle. She was built 
in 1864 by Henderson, Coulborn and Co. at Renfrew, 
near Glasgow, Scotland, her principal dimensions were: 
length 230 feet, beam 22 feet, depth of hold 9 feet, ton- 
nage about 300 gross. The “Lizzie’s” engines were on 
the diagonal, oscillating principle of 150 nominal horse- 
power, and on her trial trip she easily maintained a 
speed of 22 statute miles per hour, then considered un- 
precedented. The “City of Richmond” was owned by 


Crenshaw and Co. of Richmond, and in the early part of 
1865 acted as tender off the coast of France to the Con- 
federate sea-going ram “Stonewall.” This man-of-war, 
it will be remembered, caused the greatest apprehension 
to the United States authorities, and had she been com- 
pleted a few months sooner might have broken up the 
blockade at Wilmington. 

Among the best known, if not the most prominent 
blockade-running captain, was Commander John Newland 
Maffitt, C. S. 1ST. Like most of the Confederate naval 
officers, he had served in the old United States navy and 
his professional attainments were considered of the high- 
est. In those days the Coast Survey service was con- 
ducted largely by officers of the navy, and Commander 
Maffitt had been employed in this branch of the service 
for many years. 

In his “Naval History of the Civil War,” Admiral 
David D. Porter, U. S. N., (p. 623) writes as follows 
of Maffitt: 

“The ‘Oreto,’ of which Commander Maffitt had charge, 
was quite swift, but not so formidable a vessel as the 
‘290/ or ‘Alabama.’ She — ‘the ‘Oreto’ — had left Eng- 
land unarmed, but with all the arrangements made to 
mount guns, and with all the appliances below to stow 
powder and shell. After a long trial at Nassau, she was 
released by the British authorities, and Maffitt again pre- 
pared to put her in fighting trim. This vessel was after- 
wards known as the ‘Florida,’ and though she did not 
equal the ‘Alabama,’ she made herself sufficiently famous 
to give the United States Government a great deal of 
trouble and cause it to put forth all its energies for her 

“Maffitt was a different kind of man from Semmes. 
A thorough master of his profession and possessed of all 
the qualities that make a favorite naval commander, he 
became a successful raider of the sea; but he made no 
enemies among those officers who had once known him 
and who now missed his genial humor in their messes. 
He was a veritable rover, but never inhuman to those 
whom the fortunes of war threw into his hands. 




“After the ‘Florida’ was released from the Court at 
Nassau, Maffitt made arrangements to mount her guns 
and man her from the motley crew of sailors that floated 
about the town ready for any kind of work that might 
offer. . . . Soon after this, yellow fever broke out on 
his vessel, carrying off many of the small number of 
officers and men on board, so that Commander Maffitt 
determined as a desperate resource to attempt forcing the 
blockade at Mobile, there to recruit his crew and refit 
the ‘Florida.’ . . . 

“During the whole war there was not a more exciting 
adventure than this escape of the ‘Florida’ into Mobile 
Bay. The gallant manner in which it was conducted 
excited great admiration, even among the men who were 
responsible for permitting it. We do not suppose there 
was ever a man who, under the attending circumstances, 
displayed more energy or bravery.” 

Commander Maffitt’s connection with blockade running 
began in January, 1862, when he was ordered by Mr. 
Mallory, Confederate Secretary of the Navy, to take 
command of the steamer “Cecile,” belonging to Frazier, 
Trenholm and Co. of Charleston. The resources of the 
Confederacy were totally inadequate to supply the in- 
creased military demands and this pressure occasioned 
deep anxiety and uneasiness to the Government at Kich- 

The “Cecile” and afterwards the “Gordon,” formerly 
the “Nassau,” commanded by Captain Maffitt,* made 
many successful runs through the blockade, bringing in 
arms, ammunition, clothing and other necessaries, thus 
materially helping to relieve a most alarming situation. 
Captain Maffitt continued in charge of these vessels until 
May, 1862, when he was placed in command of the steam- 
sloop “Florida,” before mentioned. 

Two years later, in 1864, the blockade of the Southern 
coast had become infinitely more strict and difficult to 

* These and other particulars of Commander Maffitt’s career 
are largely derived from the “Life and Services of John New- 
land Maffitt,” by his widow, Emma M. Maffitt, Neale Pub. Co. 
Washington, 1906. 


elude, and tlien it was that Captain Maffitt was again 
placed in charge of “runners” (having relinquished the 
command of the “Florida” by reason of ill health), and 
his later experiences deserve more than a passing notice. 

He was put in command of the “Lilian,” and Mr. 
Lawley, the correspondent of the London Telegraph, gave 
the following account of his experiences as a passenger 
on her first trip: 

“We started (from Bermuda, June 1st, 1864), in the 
evening, almost abreast of the ‘Florie’ — which steamer 
was named for Captain Maffitt’s daughter — our sister 
ship, with which we kept company until darkness fell. 

. . . We had got about 350 miles away from Bermuda, 
when Captain Maffitt’s quick eye discerned a sail upon 
our port bow, enveloped in a dense canopy of smoke. . . . 
The vessel might very likely prove a trap to lure the 
‘Lilian’ on to her destruction, but after carefully scru- 
tinizing her through his glasses, Captain Maffitt came to 
the conclusion that she might he on fire. Time was in- 
effably precious to us, but after generously exclaiming, 
‘Ho luck can betide a vessel which leaves a comrade in 
distress at sea,’ our humane captain ordered our course 
to be altered, and bore down upon the stranger. She was 
soon made out to be a Federal cruiser, emitting a dense 
white cloud with her Cumberland coal, and beating rap- 
idly eastward in pursuit of another outward-bound delin- 
quent. The ‘Lilian’s’ helm was therefore changed and 
she resumed her original course. 

“. . .It will be readily imagined that during our 
third night out from Bermuda, going to bed was far from 
our thoughts. The night wore rapidly away; 2 o’clock, 

3 o’clock, 3.30 came, but no eye peering through the thick 
gloom could descry the light on top of the mound at Fort 
Fisher. Then, as morning dawned, Capt. Maffitt stopped 
his engines and prepared to lay to for the day between 
the outer and inner cordon of blockaders. . . . From 4 
in the morning until 1.30 P. M. we were unmolested. 
Then the tall masts of a big steamer, her immense paddle- 
wheels and lofty black hull, hove in sight from the direc- 



tion of Wilmington, going at full speed, and by the keen 
eye on board of her the ‘Lilian’ was instantly descried. 
Before we could get up steam fully, our gigantic enemy 
drew uncomfortably near, and orders were given to have 
all the mail bags carried by the ‘Lilian’ made ready, in 
case of capture, to be dropped with weights attached to 
them in the all-devouring ocean. Several shots flew over 
our heads or dropped by our side, but going at such a 
pace it is not easy to hit a little vessel with projectiles 
fired from the unstable platform of a pursuer going fifteen 
knots an hour through a lumpy sea. 

“Presently our beautiful little craft began to answer 
in earnest to the driving power within her. . . . As the 
pressure of steam ascended from fifteen pounds to twenty, 
from twenty to twenty-three, from twenty-three to twenty- 
six, and as the revolutions of the paddle-wheels mounted 
from twenty-six to twenty-eight, from twenty-eight to 
thirty-three per minute, the little vessel flew out to sea, 
swift as a startled duck. Before two and a half hours 
had passed, the hull of the big Yankee was invisible and 
her topgallant sails a mere speck on the distant horizon. 
As, however, she and doubtless others of her sisters lay 
between us and Wilmington, it became necessary to run 
around them. Our helm accordingly was changed, and 
as the sun dropped into the sea, our pursuer, though a 
long way off, still hung upon our rear. There was nothing 
for it but to stick to our course ; but such had been the 
speed of our flight that the inside blockading squadron 
was clearly sighted by us before the close of the day. 

“Grim and forbidding enough in all conscience the 
black hulls looked, and so close did they lie to each other 
that it seemed hoping against hope to expect that a little 
craft like ours would pass unscathed between them or 
among them, taking the fire of two or three broadsides 
at little more than pistol range. . . . But in command 
we had a captain who, in broad day, had braved the worst 
that the blockaders off Mobile could do to the little ‘Flor- 
ida,’ without being scared or sunk. It is at such moments 
that you realize how paramount is the influence of a daunt- 
less chief upon all around him; and it is felt more in so 


confined a space as the deck of a ship than in a great 
battle on land. 

“Nevertheless, we could not hut perceive — indeed Capt. 
Maffitt’s anxious face told us so — that our position was 
far from comfortable, pursued as we were by a vessel a 
few miles off to the rear, which clearly saw us, and swiftly 
approaching a powerful squadron of heavily-armed block- 
aders, which had not yet caught sight of the ‘Lilian’s’ 
two masts, but might do so at any moment. 

“Fortunately for us, before we got close in, night fell. 
The crews on hoard the blockaders were taking their 
evening meal as we approached them, and I suppose the 
lookouts were not quite so sharp as they undoubtedly 
became before the end of the war. Not a moment was 
lost by Captain Maffitt, or by our excellent pilot, a Wil- 
mington man, when darkness had fairly settled upon the 
face of the deep. Silently and with hated breath we crept 
slowly in, passing blockader after blockader so close that 
at every moment we expected a brilliant light to flash 
forth, turning night into day, and followed by a hurricane 
of shot and shell which might easily have torn the little 
‘Lilian’ to pieces. 

“It was destined, however, that upon this occasion she 
was not to receive her baptism of fire, for the shots sent 
after her by her big Yankee pursuer hardly deserve the 
name. Just as we approached the big mound, close to 
which Fort Fisher stands, a dark spot was discerned on 
the bar. It was a Federal launch groping for secrets, 
or perhaps sinking rocks and other obstructions into the 
channel immediately under the fire of Fort Fisher’s guns. 
I am afraid if Captain Maffit had been a little earlier 
he would have run her down. As matters stood, the 
launch escaped, and those on board were either too much 
scared to fire a musketry volley into us, or reluctant to 
do so, as Fort Fisher would doubtless have opened upon 
them, and as I had many subsequent opportunities of 
ascertaining, its guns were seldom fired without effect 
upon any object within their range. 

“Another moment, and we lay safe and sound below 
the mound, eagerly asking for news from within the Con- 



federacy, and as eagerly questioned in our turn for news 
from without. Moreover, the ‘Florie’ had not yet arrived, 
which raised the spirits of the ‘Lilianites’ to fever heat. 5 ’ 

Later the “Lilian” had other narrow escapes and was 
finally captured after a most exciting chase, which will 
be described further on. 

Captain Maffitt was soon after transferred to the com- 
mand of the ironclad “Albemarle,” at Plymouth, N. C., 
(blown up in the autumn of 1864 by the gallant Lieut. 
William B. Cushing, IT. S. 1ST.) but only for a short time. 
The position was most distasteful to Maffitt, for he be- 
lieved the “Albemarle” would be captured if she ven- 
tured to attack the immensely superior Union fleet, and 
moreover his plans were constantly thwarted by the mili- 
tary authorities. So, much to his relief, Captain Maffitt 
was ordered to assume command of the blockade runner 
“Owl,” in September, 1864. The “Owl” was the first of 
several steamers built for the Confederate Government, 
and were to be placed in charge of naval officers. It was 
expected that the “Owl” would ply from Bermuda rather 
than from Halifax, for the reason that she could bring 
but little cargo from the latter point in addition to the 
coal required for her inward and outward trips, and for 
the additional reason that the risks of capture and loss 
were far greater on the Halifax route. 

The following special instructions, dated September 19, 
1864, were also sent to Commander Maffitt by Mr. Mal- 
lory, Secretary of the Navy, to be used in case of the 
blockade runner’s imminent capture: 

“It is of the first importance that our steamers should 
not fall into the enemy’s hands. Apart from the specific 
loss sustained by the country in the capture of blockade 
runners, these vessels taken into the United States Navy 
and lightly armed, now constitute the fleetest and most 
efficient part of the blockading force off Wilmington. 

“As commanding officer of the ‘Owl,’ you will please 
devise and adopt thorough and efficient means for saving 
all hands and destroying the vessel and cargo, whenever 
these measures may become necessary to prevent capture. 


Upon your firmness and ability tbe Department relies for 
the execution of this important trust. In view of this 
order, no passengers will, as a general rule, be carried. 
Such exceptions to this rule as the public interests may 
render necessary, embracing those who may be sent to 
the Government, will receive special permits from this 

On December 21st, 1864, the “Owl” received on board 
(at Wilmington) 780 bales of cotton, and with three other 
blockade runners ran clear of the Federal sentinels with- 
out the loss of a rope yam. 

At St. Georges, Bermuda, Captain Maffitt found a num- 
ber of steamers loaded and impatiently awaiting news 
from the Federal expedition under General B. F. Butler 
against Fort Fisher before resolving to enter Dixie. By 
the Cunard steamer from Halifax the desired information 
was obtained. The Northern press admitted that the 
assault had proved abortive. Upon the receipt of this, to 
the Confederates, cheering news, six blockade runners in 
company joyfully departed, anticipating a speedy reunion 
in Dixie. 

They parted at sea and met not again. In two days 
Captain Maffitt communicated with Lockwood’s Folly, 
where they reported all serene and Fort Fisher intact. 
Delighted with this information, the “Owl’s” course was 
laid for the Cape Fear Biver. The moon was not expected 
to rise until eleven o’clock, and it would be high water 
on the bar at eight o’clock — the time for crossing. Ap- 
proaching the channel, Captain Maffitt was surprised to 
find but one blockader guarding the port. No difficulty 
was experienced in eluding him. A conflagration at Bald 
Head and no response to the “Owl’s” signals excited some 
apprehensions, but as Fort Caswell looked natural and 
quiet, it was decided to venture in, and passing on, came 
to anchor off the fort wharf. 

Captain Maffitt was immediately interviewed by Major 
E. S. Martin, chief of ordnance, and another officer from 
the fort, who confirmed the most gloomy apprehensions. 
A second attack, under General Terry and Admiral Por- 
ter, had been successful, and Fort Fisher and the Cape 



Pear were in the possession of the United States forces. 
To instantly depart became an imperious necessity. Gun- 
boats were approaching; Fort Caswell was doomed; the 
train, already laid, only awaited the match. In poignant 
distress Captain Maffitt turned from the heart-rending 
scene, his sorrowing mind foreshadowing the fate of Dixie. 

The solitary blockader awoke from his lethargy and 
pursued the “Owl” furiously, but his artillery palled 
under the reverberation of an explosion that rumbled por- 
tentiously from wave to wave in melancholy echoes that 
enunciated far at sea the fate of Fort Caswell. 

The “Owl’s” cargo was important, and as the capture 
of Fort Fisher and the Cape Fear cut her off from Wil- 
mington, Captain Maffitt deemed it his duty to make an 
effort to enter the harbor of Charleston, in order to deliver 
the much needed supplies. It was known that the block- 
ade of that port was more stringently enforced than ever 
before since the inauguration of hostilities. The “Owl’s” 
speed was now accommodated to the necessary time for 
arriving off the bar, which was 10 P. M. Throughout 
the day vigilant steamers were seen along the shore, in- 
specting inlets and coves regardless of their want of ca- 
pacity for blockade purposes. This spirit of inspection 
and watchfulness was most assiduous, as if an order had 
been issued to overhaul even the coast gallinippers, to see 
that aid and comfort in the shape of muskets and pistols 
were not smuggled into the needy Confederacy. Occa- 
sionally one of these constables of the sea would fire up 
and dash after the “Owl.” A little more coal and stirring 
up of the fire-draft was sufficient to start the blockade 
runner off with such admirable speed as to convince the 
United States cruiser that he was after the fleetest steamer 
that ever eluded the guardians of the channel-ways. 

Seasonably making the passage, nine o’clock P. M. 
found the blockade runner not far from the mouth of 
Maffitt’s channel — it had been discovered and charted by 
the Captain Maffitt while on Coast Survey duty, and so 
named for him. Anticipating a trying night and the 
hare possibility of capture, two bags were slung and sus- 
pended over the quarter by a stout line. In these bags 


were placed the government mail, all the private corres- 
pondence, and Captain Maffitt’s war journal, which in- 
cluded the cruise of the “Florida” and many other papers. 
An intelligent quartermaster was ordered to stand by the 
bags with a hatchet, and the moment capture became in- 
evitable to cut adrift and let them sink. 

When on the western end of Rattlesnake shoal, the 
“Owl” encountered streaks of mist and fog that envel- 
oped stars and everything for a few moments, when it 
would become quite clear again. Running cautiously in 
one of those obscurations, a sudden lift in the haze dis- 
closed that they were about to run into an anchored block- 
ader. There was barely room with a hard-a-port helm to 
avoid him some fifteen or twenty feet, when their officer 
on deck called out, “Heave to, or I’ll sink you!” The 
order was unnoticed, and the “Owl” received his entire 
broadside, that cut away her turtle-back, perforated the 
forecastle and tore up the bulwarks in front of the engine 
room, wounding twelve men, some severely, some slightly. 
The quartermaster stationed by the mail-bags was so con- 
vinced that capture was imminent, that he instantly used 
his hatchet and sent them well moored to the bottom. 
Rockets were fired as the hunted ship passed swiftly out 
of range, and drummond-lights lit up the animated sur- 
roundings of a swarm of blockaders, who began an indis- 
criminate discharge of artillery. The reason for this 
bombardment could not be understood, but as Captain 
Maffitt guided his ship out of the melee he concluded that 
several blockade runners must have been discovered feel- 
ing their way into Charleston. 

After the war, the United States officer commanding on 
that occasion told Captain Maffitt that a number of the 
steamers on the blockade were commanded by inexperi- 
enced volunteer officers, who were sometimes overzealous 
and excitable, and hearing the gunboat firing into the 
blockade runner, and seeing the former’s rockets and 
signal lights, they thought that innumerable blockade run- 
ners were forcing a passage into the harhor, hence the 
indiscriminate discharge of artillery, which was attended 
with unfortunate results to them. 




As any further attempt to reach Charleston seemed 
hopeless, Captain Maffitt then determined to make an 
effort to enter the port of Galveston, Texas. The Galves- 
ton Daily News, of May 6th, 1901, described the arrival 
•of the “Owl” as follows: 

“One fine morning in the spring of 1865, Capt. John 
Newland Maffitt, who was formerly commander of the 
famous Confederate steamer ‘Florida,’ hut at that time 
in charge of the fast steamer ‘Owl,’ ran successfully 
through the blockading fleet of sixteen vessels, but 
grounded on Bird Island shoals, just at the entrance to 
Galveston harbor, at a most exposed point within range 
of the enemy’s guns, who were raining shot and shell 
around the stranded vessel. In the harbor, under com- 
mand of Capt. James H. McGarvey, C. S. 1ST., was the 
Confederate fleet, composed of the gunboats ‘Diana’ and 
‘Bayou City’ and the transports ‘Lucy Gwin,’ ‘Colonel 
Steel,’ ‘Island City’ and ‘Lone Star.’ With a volunteer 
crew, Captain McGarvey went with the ‘Diana’ to the 
rescue, arriving quickly on the scene, to find the gallant 
captain and his crew working faithfully to float the vessel, 
which, with the assistance of the crew of the ‘Diana,’ 
was soon done, and in the face of great danger Captain 
Maffitt remained at his exposed post on the bridge of the 
steamer, calmly directing his men and displaying the 
greatest coolness and bravery.” 

Captain Maffitt’s sister, Mrs. Henrietta Lamar of Gal- 
veston, wrote to a friend in regard to this visit of her 
brother, “That all the city had gone up to the house-tops 
in their anxiety to know the fate of the ‘Owl,’ and, if 
possible, to signal him, and great was their rejoicing at 
his successful exit.” 

Capt. J. Pembroke Jones, C. S. 1ST., the shipmate and 
life-long friend of Captain Maffitt, in a letter to the 
latter’s widow, dated Pasadena, California, November 20, 
1905, describes as follows the last days of the Lost Cause: 

“Do you know that the last order I received in the 
Confederacy was early in 1865, to make the best of my 
way out of the Confederate States, taking with me a 


James River pilot and a York River pilot and a large 
sum of money in specie cheques, with orders to report to 
Maffitt, if I could find him, and requiring him and me 
to purchase steamers and load them with the supplies 
most needed by General Lee’s army and bring them in as 
speedily as possible — running the blockade coute que coute, 
one to take James River and the other York River. 

“As all our ports were closed I started, with the two 
pilots, for Texas; but when I reached the Mississippi 
River I heard of the surrender of General Lee, and of the 
death of Mr. Lincoln. I then ordered the two pilots to 
return to their homes. 

“I crossed the Mississippi, went up Red River to Shreve- 
port, went to Galveston, where I reported to General Ma- 
gruder, and finding the war would not be continued in 
Texas, I went to Brownsville and crossed the Rio Grande 
to Matamoras ; from there I took steamer to Havana, 
where I found Maffitt and surprised him with the account 
of my mission. Maffitt and myself went together from 
Havana to Halifax in the ‘Owl,’ where I parted with him. 
He (Maffitt) was the warmest-hearted and most generous 
friend and the most genial companion I ever knew. . . . 
He was a born sailor and a splendid officer, and I have 
never known one more beloved.” 

Secretary Mallory’s final instructions to Capt. Maffitt 
are worth quoting, showing as they do, that as late as 
February, 1865, the sudden collapse of the Confederacy 
was hardly expected. 

“Confederate States of America, 
“Navy Department, 
“Richmond, Feb. 24, 1865. 
“Commander John N. Maffitt, C. S. N. 

“Nassau, N. P. 

“Sir: The loss of Savannah and Charleston renders 
instructions as to the employment of the ‘Chameleon’ and 
‘Owl’ expedient. 

“The importation of supplies being now limited to the 
shallow inlets and rivers of our coasts requires vessels 
whose draft of water does not exceed six feet. You will 



at once take into consideration the chances of running 
the two vessels referred to into Georgetown and out again 
to the islands, and will, if you deem it practicable, do so. 
Should you, on the contrary, deem it impracticable . . . 
to run them, into and out of, any other port this side of 
the Mississippi, you will turn the ‘Owl’ over to Mr. J. B. 
Lafitte, at Nassau, the agent of Frazier, Trenholm and 
Co., as their property, and request him to abide their 
instructions; and you will sell the ‘Chameleon,’ if you 
can do so. 

“The cost of this vessel in England (originally the 
‘Atlanta’) was about £17,000. We gave £25,000 for her. 
There must he a large number of similar vessels at Nassau 
and Bermuda for sale and the prospect of selling her is 
not deemed favorable; and hence the price is placed at 
£15,000. If you sell her, place the proceeds in the hands 
of Frazier, Trenholm and Co., Liverpool, to the credit 
Co mm ander J. D. Bulloch, reduce the expenses to the 
lowest practicable figure, and await his orders. You will 
inform him of your inability to sell the vessel, and of 
the Department’s desire to turn her over to him for sale 
or other disposition. . . . 

“I am informed that there are some well built and fast 
steamers drawing under six feet when fully laden, at the 
islands, which may he purchased. In view of the urgent 
importance of getting our supplies, and particularly small 
arms, you are authorized to purchase such a vessel out 
of the proceeds of the ‘Chameleon,’ if you can make 
arrangements, and run her into St. Marks, or any other 
port accessible to us in Florida, or anywhere this side 
of the Mississippi, with our naval supplies of clothing and 
shoes, and small arms for the army. If such a vessel 
cannot be purchased, you will ascertain from Commander 
Bulloch whether he cannot send such a vessel in lieu of 
the ‘Chameleon.’ If possible the draft ought not to ex- 
ceed five and a half feet. With this draft you can enter 
Apalachicola Bay and pass the ‘Bulk Head,’ a mound built 
near the city, and go up the river to Columbus, Georgia. 

“Upon Mr. McRae’s list of vessels under contract abroad 
for us, are found the ‘Lark’ and the ‘Wren,’ built to draw 


five feet only. Should either of these vessels, or any other 
vessels of like draft be accessible to us at the islands, 
you will make such efforts to bring them in with small 
arms and our supplies as you may find practicable. These 
vessels have not been turned over to this Department, but 
they have been built for the service of the Confederacy, 
and you will, as a naval officer, render all the service in 
your power in getting them in. You are familiar with 
the Gulf Coast of Florida, and you will recognize, by a 
glance at the charts, several places between Apalachicola 
and Tampa Bay at which they might enter. 

“We are without advices from you or other agents 
abroad since you last left the country ; but we have reason 
to believe that two small twin screw steamers, drawing not 
over seven and a half feet, the ‘Ajax’ and the ‘Hercules/ 
are at the islands for us. As senior officer there, and with 
all confidence in your judgment and ability, the Depart- 
ment must rely upon you to do the best you can for the 
interests of the country with these vessels as with its in- 
terests generally. . . . 

“As you may entertain . . . the expediency of running 
your vessel to Galveston, it is proper to say that this is 
not deemed necessary, such arrangements, as I am in- 
formed by the Secretary of the Treasury being already 
made for the trans-Mississippi department as will secure 
such foreign supplies as may be required there. 

“Throughout your actions under these orders, you are 
requested to confer and consult with Lieutenant Com- 
manding Wilkinson. 

“I am, respectfully, your ob’t serv’t, 

“S. E. Mallory, 

“Secretary of the Navy.” 

Among Captain Maffitt’s papers was found the follow- 
ing memorandum : “The last order issued by the Navy De- 
partment, when all hope for the cause had departed, was 
for me to deliver the ‘Owl’ to Frazier, Trenholm and Co., 
in Liverpool, which I accordingly did.” 

After the war, Captain Maffitt commanded the British 
steamer “Widgeon,” trading between Liverpool and South 

From a photograph in the F. B. C. B^adlee collection 



America for several years. He afterwards retired to his 
farm, the “Moorings,” near Wilmington, North Carolina, 
where he died in 1886. It is a disgrace to this country 
that Maffitt’s property, amounting to over $75,000, and 
situated in the Northern states, was seized at the begin- 
ning of the war and although he made efforts to recover 
it, it never was returned to him. 

After the World War the aliens arrayed against us 
easily and quickly recovered their belongings, yet here was 
an American citizen whose offence was far less great, he 
only having obeyed the call to duty as he understood it, 
yet he was never able to recover a fortune which would 
have helped make his old age comfortable! 

The names of some of the noted blockade runners and 
their pilots, so well known in Wilmington during the 
Civil War were: “Cornubia,” afterwards called the “Lady 
Davis,” C. C. Morse ; “Giraffe,” afterwards known as the 
“R. E. Lee,” Archibald Guthrie; “Fanny,” Henry How- 
ard; “Hansa,” J. N. Burruss; “City of Petersburg,” 
Joseph Bensel; “Old Dominion,” Richard Dosher; 
“Alice,” Joseph Springs ; “Margaret and Jessie,” Charles 
W. Craig; “Hebe,” G. W. Burruss; “Advance,” C. C. 
Morse; “Pet,” T. W. Craig; “Atalanta,” Thomas M. 
Thompson; “Eugenia,” T. W. Newton; “Ella and Amnie,” 
J. M. Adkins; “Banshee,” Thomas Burruss; “Venus,” R. 
Sellers; “Don,” W. St. George; “Lynx,” J. W. Craig; 
“Let Her Be,” J. T. Burruss; “Little Hattie,” R. S. 
Grissom; “Lillian,” Thomas Grissom; “North Heath,” 
Julius Dosher; “Let Her Rip,” E. T. Burrus; “Beaure- 
gard,” J. W. Potter; “Owl,” T. B. Garrason; “Agnes 
Fry,” Thomas Dyer; “Kate,” C. C. Morse. 

Many other blockade running steamers might be named, 
among them the “Britannic,” “Emma,” “Dee,” “Anton- 
ica,” “Victory,” “Granite City,” “Stonewall Jackson,” 
“Florie ,” “Havelock,” “Hero,” “Eagle,” Duoro ,” “This- 
tle,” “Scotia,” “Gertrude,” “Charleston,” “Dolphin,” and 

* The names of these and other blockade runners are obtained 
from “The Chronicles of Cape Fear River,” and “Derelicts,” both 
books by James Sprunt, LL.D. 


In the second stage of blockade running, when steam 
was at a premium, a number of walking-beam boats of 
excellent speed, which before the war bad plied regularly 
between Southern ports and that bad been laid up after 
the proclamation of President Lincoln, were bought by 
Southern business men who became prominent in blockade 
running, and, after the removal of passenger cabins and 
top hamper, were placed in this dangerous traffic. Of 
these may be mentioned the steamer “Kate,” previously 
known as the “Carolina,” upon the line between Charles- 
ton and Palatka, Florida ; the “Gordon,” which was built 
to run between Charleston and Savannah; also the “Kina,” 
“Seabrook,” “Clinch,” and “Cecile,” which bad plied on 
the same line. The “Cecile,” loaded at Nassau with a 
cargo of powder, rifles and stores for Gen. Albert Sidney 
Johnston’s army at Shiloh, struck a sunken reef off the 
Florida coast and went to the bottom in ten minutes. 
The officers and crew escaped by the skin of their teeth. 

Two steamers which formerly ran between New Orleans 
and Galveston became prominent Wilmington blockade 
runners: the “Atlantic,” renamed the “Elizabeth,” and 
the “Austin,” which became the famous Confederate 
steamer “Ella and Annie.” In the early morning of 
November 9th, 1863, the “Ella and Annie,” commanded 
by Captain F. N. Bonneau of Charleston, was intercepted 
off New Inlet, near Masonboro, by the United States 
steamer, “Niphon,” which attempted to press her ashore. 
Several other cruisers preventing the escape of the “Ella 
and Annie,” Captain Bonneau at once resolved upon the 
desperate expedient of running the “Niphon” down. He 
accordingly put his ship at reckless speed straight at the 
war vessel and struck her with great force, carrying away 
the bowsprit and stem and wounding three of the men. 

The “Niphon,” by able management, avoided the full 
effect of the blow, and fired all her starboard guns into 
the “Ella and Annie,” wounding four of her men. As 
soon as the vessels came together, the “Niphon” carried 
the “Ella and Annie” by boarding, and made her a prize. 
She afterwards became the United States flagship “Mal- 



The “Governor Dudley,” of the Wilmington and 
Charleston route, which, prior to the war, had been put 
on the summer run between Charleston and Havana, made 
one or two successful voyages through the blockade to 
Nassau. A Nassau correspondent of the New York 
Times of February 15th, 1862, wrote: 

“On Tuesday last, the 11th of February, the old steamer 
‘Governor Dudley’ arrived from Charleston with 400 bales 
of cotton. The captain fearing the cotton would go North 
if sold here, refused to take any price for it. After ob- 
taining a British register and changing his vessel’s name 
to the ‘Nellie,’ he left for Havana with a Nassau pilot 
on board to carry him across the Bahama Banks. He 
intends taking a return cargo to Charleston, and expects 
to be back here in about a month with more cotton. The 
‘Nellie’ is an old boat, nearly used up both in hull and 
machinery. Her speed is not over 8 or 10 knots, with 
a full head of steam.” 

The other boats formerly comprising the Wilmington 
and Charleston line were probably too old for blockade 
running service. The “Wilmington” was sold to run on 
the Gulf of St. Lawrence. The “Gladiator” went to Phil- 
adelphia, and the “Vanderbilt,”* having been sold to New 
Orleans, foundered in the Gulf of Mexico while running 
the blockade. 

* In order to clear up confusion that has always existed re- 
garding the various steamers called “Vanderbilt” — all, by the 
way, owned by the famous “Commodore” Vanderbilt while he 
was “ Vender-building ” the family fortune — it may be well to 
state that they were as follows: “Vanderbilt” I (referred to 
above), built in 1838 for service on Long Island Sound; the 
“C. Vanderbilt,” constructed in 1847 for the same run, and, 
finally, the famous ocean steamer “Vanderbilt” of 1855. The 
latter plied in transatlantic service between New York-South- 
hampton-Havre, and in 1860 broke the record going west by 
steaming from Southampton to New York in 9 days 12 hours. 
During the Civil War Mr. Vanderbilt presented this steamship 
to the U. S. Government, and she was converted into a man-of- 
war. It was hoped she would catch the “Alabama.” Eventually 
the “Vanderbilt” became the full-rigged sailing ship “Three 


Another old timer, the “North Carolina,” plying be- 
tween New York and Wilmington before the war, ren- 
dered an important service to the Confederate Govern- 
ment by carrying through the blockade, as a passenger, 
the distinguished Commander James D. Bulloch (an 
uncle of President Roosevelt), naval representative of the 
Confederacy in Europe during the war. On February 
5th, 1862, this steamer completed the loading of a cargo 
of cotton, rosin, and tobacco, at Wilmington, under her 
new name, “Annie Childs,” and proceeded through the 
blockade, arriving at Liverpool, via Fayal, Madeira and 
Queenstown, Ireland, early in March. Her supply of 
coal was quite exhausted when she sighted Queenstown, 
and she barely reached that port of call by burning part 
of her rosin cargo with spare spars cut in short lengths. 
Captain Bulloch said she was badly found for such a 
long voyage, but weathered a heavy northwest gale, and 
proved herself to be a fine sea boat. Later on, this 
steamer returned to other successful ventures in blockade 
running, under the name of “Victory.” 

The fleet of runners was augmented by old-fashioned 
steamers, partly from Northern ports, bought by foreign- 
ers and sent via neutral ports, where they went through 
the process of “white-washing,” a change of name, owner- 
ship, registry, and flag. A much greater number, how- 
ever, came from abroad; a few of these formerly having 
been fast mail boats, but the majority freighters on short 
routes in Europe, bought at big prices for eager specu- 
lators, who were tempted by the enormous profits of block- 
ade running. 

Among these latter steamers one deserves special men- 
tion for longevity and a varied career. This was the 
“Waverly,” an iron paddle steamer built in 1864 at New- 
castle-on-Tyne, England, by Charles Mitchell, especially 
for blockade running; she measured 560 tons gross, 220 
feet long, 26 feet beam, and 13 V 2 feet depth of hold. 
Having escaped capture during her war-time career, the 
“Waverly,” in 1867, had her name changed to “St. Mag- 
nus,” and plied for years between the north of Scotland 
and the islands of Orkney and Shetland. 

(To be continued.) 


( Continued from V ol. LX, 'page 288.) 

Phillip Lewis of Portsmouth upon Pascataqua, yeo- 
man, for £36, conveys to Isaac Cole of Hampton, about 
seven acres salt marsh in Hampton, being formerly marsh 
of Jno. Cass, and by him sold to Christopher Palmer, 
who sold it to said Lewis, said marsh being bounded by 
Hampton River, marshes of Godfrey dearebome, Nath 11 
Batchelder, ffrancis Drake and John Godfrey. January 
28, 1667. Wit: Mehitable Dalton, Hannah Dalton. Ack. 
by Phillip Lewis, Jan. 12, 1667, before Sam 11 Dalton, 

Phillip Grele of Salisbury, planter, for £20, conveys 
to Joseph True of same town, house carpenter, about 
three acres, one hundred and fifty rods as by Salisbury 
town records ; being my sweepage lott of saltmarsh given 
to me by my father in law, John Ilsly, barber, being the 
sixtieth lott in number, at a place commonly called ye 
beach, lying between marsh of William Buswell and 
Hampton river, butting upon a great creeke. Oct. 20, 
1674. Wit: Henry True, Sam 11 ffelloes. Ack. by Phillip 
Grele, 13, 9, 1679, before Sam 11 Dalton, commissioner. 

Onesiphorus Page of Salisbury, weaver, for £8, con- 
veyed to Cornelious Conner of same town, planter, seven 
acres of upland in Salisbury, being part of land I lately 
purchased of Richard Goodale of Salisbury, bounded by 
land of said Conner and Jno. Clough, jun. Oct. 10, 
1678. Wit: Nath 11 Winsley, Nath 11 Browne. Ack. by 
Onesiphorus Page, Oct. 10, 1678, and by Mary, his 
wife, Nov. 13, 1679, before Nath 11 Saltonstall, commis- 

Willi: Allin of Salisbury, house carpenter, for natural 
love and affection, conveys to my beloved daughter, Abi- 
gail Wheeler, wife of Henry Wheeler, of same town, 
mariner, about fower acres planting land in Salisbury, 
one acre of which being part of my father, Richard Good- 
ales planting lot, lying between land of Robert ffitts and 
a planting lot of sd Allin butting upon a highway lead- 




ing to ye mill and sd Goodales lott. The other three 
acres being part of my own planting lott between that of 
John Clough and sd Goodale, butting upon the Highway 
and the fferrie swamp, so called. Nov. 14, 1679. Wit: 
— . Act by William [his mark] Allin, sen., Nov. 
14, 1679, before Hath 11 Saltonstall, assistant. 

William Ilsley, jun. of Nubery, weaver, conveys to 
Phillip Greele of Salisbury, planter, two fower acre lots 
of upland and two fower acre lots of meadow with six 
cow comonages, which sd William Ilsley had of his uncle, 
John Ilsley of Salisbury. Dec. 4, 1679. Wit: Ephraim 
Winsley, Mary [her M mark] Winsly. Ack. by William 
Ilsley, 5:10:1679, before John Gillman, commissioner. 

James Davis, pit., agt. Jn° Wells in an action that 
Jotham Hendrick, as tenant of sd Wells keeps possession 
of a five acre piece of land in great playne, sold to said 
Davis upon condition in deed dated, Apr. 2, 1678, and 
condition not fulfilled, and said plaintiff being forced 
to sue for possession, the Jury finds for plaintiff the land 
sued for and 32 shillings, costs. Execution is therefore 
levied against estate of sd Wells for land and costs to 
satisfy judgement granted him in Salisbury Court, Apr. 
8, 1679. Dated Nov. 15, 1679, Thos. Bradbury, rec. 
and served by Henry Dow, marshall. Return made by 
said Dow, Dec. 5, 1679, putting land in possession of 
James Davis, sd land being in Haverhill, between land 
of Edward Clarke and James Davis, sometime of James 
Davis, sen., now in possession of Jotham Hendrick, but- 
ting upon ye Mayne River, as there is found no estate 
of John Wells, this execution is unsatisfied in respect of 
all charge. Nov. 18, 1679. 

John Gill of Salisbury, planter, for natural love and 
affection conveys to his beloved son, Sam 11 Gill, all my 
ten acre lot of upland, commonly known as my oven lott, 
compassed with comon land, and bounded by several 
marked red and white oake trees. Also conveys thirty 
acres upland bounded by ye highway, ye oven lott, land 
of John Clough, Mr. ffrancis Dove, and land of Henry 
Mouday, now in possession of Caleb Moudy in behalf of 
his son, Daniell Moudy. Said John Gill also conveys his 



sweepage lot of marsh in ye cow comon which he formerly 
bought of William Barnes originally belonging to ye 
comon right of Robert ffitts of Salisbury, compassed with 
Marsh of Steven fflanders and ye little river which runs 
into Hampton River. And also conveys Robert Downers 
sweepage lot which I bought of him in sd cow comon 
division, bounded with lott of Jno. Stevens, sen., and land 
of Samuell Gatchell and Joseph ffrench. Also two cow 
comonages with all after divisions proportionably to ye 
sd. cow comons, be it upland or meadow, always reserving 
one halfe of sd Downers Sweepage lott to the use of 

myself and wife during our natural lives. 1677. 

Wit. Tho: Bradbury, William Buswell. Ack. by John 
This II mark] Gill, sen., April 10, 1679, before Hath 11 
Saltonstall, assistant. Memo. It is concluded in consid- 
eration of one halfe of ye above named Robert Downer’s 
sweepage lot my son Samuel is to pay 10 li to myself or 
whomever I shall appoint to have it after mine and my 
wife’s decease. 

Isaac Pirkins of Hampton, yeoman, for a peece of 
land made sure to me from Benjamin Brown of Hampton, 
agrees with sd Benjamin Brown and his brother, John 
Brown, jun., both sons of John Brown, sen., of Hampton, 
for the right and privilege of a highway to be about two 
rod in breadth, beginning at ye Contry Rode and so from 
that highway by Salisbury line, in part, and so to go along 
near the farm said to be Caleb Perkins and to sd Browns 
farm, according as Edward Gone and Joseph Dow layd it 
out, the sd Browns shutting any gates or putting up any 
bars that ye sd Isaac Pirkins shall use on that way. 
March 20, 1678-9. Wit: Hath. Weare, Edward Goue. 
Ack. by Isaac Pirkins, March 20, 1678-9, before Sam 11 
Dalton, commissioner. 

John Ilsley of Salisbury, barber, for £7, conveys to 
Henry Time of Salisbury, house carpenter, about three 
acres of marsh in Salisbury, commonly called ye bareberry 
Meadows, being originally ye lott of Jno. Gill of ye second 
higglede piggledee division laid out by ye towne, the 
sixth lott in number, bounded with lots of Henry Bias- 
dale and William Buswel, and upon great Creeke and 



marsh of Jno. Coles. Sept. 30, 1673. Wit: John Brad- 
bury, Benjamin Collins. Ack. by John Ilsley, 13:9:1679, 
before Sam 11 Dalton, commissioner. 

Jno. Eyer, late of Haverhill, now of Ipswich, for £170, 
conveys to Jno. Emerie Jr. of Huber ie, land, both upland 
and meadow in Haverhill, viz., about two hundred and 
fower acres of third division of upland beyond Spickett 
River, hounded by land of George Brown, by great river, 
by a point in a swamp between Georg Browns land and 
that of said Eyer, and by land of Steven Kent. Also 
two acres of meadow in the second division which was 
bought of Richard Littlehale and one acre of ye third 
division of meadow of sd. Eyer. Also fifty acres of up- 
land being part of my fourth division to Spickett River, 
only allowing Georg Broun a highway into ye common by 
Spicket River. Also about three acres of meadow laid 
out in Mistake meadow near Georg Browns, with all wood 
and timber. Feb. 22, 1677. Wit: Tho: Woodbridg, Jno. 
Webster, sen. Ack. by John Eyer, at Ipswich Court, 
March 26, 1678, attest Robert Lord, cleric. Mary Eyers 
surrendered her dower rights, Sept. 27, 1678, before 
Daniel Denison. 

Jno. Hoyt, sen. of Amsbery and Thomas Hoyt of Salis- 
bury convey to Thomas Barnard of Amsbury a forty acre 
lot in Amsbury bounded by a town highway, another forty 
acre lot of sd Barnards and part of ye towne meadow. 
Sept. 10, 1679. Wit: Tho. Wells, John Barnard. Ack. 
by Tho. Hoyt and John [his H mark] Hoyt, sen., Dec. 
13, 1679, before John Woodbridg, commissioner. 

Phillip Eastman of Haverhill, planter, and Mary, his 
wife convey to Thomas Barnard of Amsbury, planter, two 
tenn acre lots in Amsbury formerly belonging to Thomas 
Barnard, sen., in a place commonly called ye Lions mouth. 
One lot hounded with land of Widow Quenbies, a high- 
way, and land formerly of Richard Currier. The other 
lot bounded with land of Walter Tayler and land for- 
merly of Willi. Sargent, sen. May 19, 1679. Wit: Timo- 
thie Woodbridg, Mary Woodbridg. Ack. by Phillip Eas- 
man and Mary [her Y mark] Easman, May 19, 1679, 
before John Woodbridg, commissioner. 



Richard Currier of Amsbury, planter, conveys to 
Thomas Barnard of Amsbury, planter, an eight acre lot 
of upland in Amsbury, in a place commonly called ye 
Lions Mouth, bounded with land formerly of Mr. Tayler 
and land of ISTathan Gold. April 8, 1679. Wit: Tho. 
Currier, Phillip Rowell. Ack. by Richard Currier, April 
8, 1679, before ISTath. Saltonstall, assistant. 

William Sargent of Amesbury conveys to Thomas Bar- 
nard of same place, about twenty fower acres upland, in 
Amsbury, which lot was formerly granted to Robert J ones, 
bounded with lot of Tho. Barnard, sen., deceased, and lot 
of William Barns. Together with about three acres fresh 
meadow at ye pond meadows, bounded with meadow of 
Thomas Barnard, formerly of Joseph Peaslie, deceased, 
and by Henry Teuxberys meadow. Nov. 17, 1678. Wit: 
Thomas Wells, Orlando [his O mark] Bagley. Ack. by 
grantor, Dec. 18, 1678, before Hath. Saltonstall, assistant. 

Execution against Edward Colcord as administrator to 
his son Edward to satisfy judgement of 5 li., in marchant- 
able pay to satisfy judgement granted Jno. Redman, sen., 
as attorney for the Rev. Mr. Seaborn Cotton, at Salisbury 
Court, Oct. 14, 1679, signed by Thos. Bradbury, rec., and 
served by Marshall Henry Dowe or his deputy, dated, 
•Nov. 15, 1679. Return was made by Henry Dowe by 
attachment of the frame of a house formerly belonging to 
Edward Calcord, late dec., and tendered by Edward Cal- 
cord, Thos. Marston and Thos. Louet appraising said 
frame and land upon Avhich it stood for enough to satisfy 
this execution and costs. Said land being in Hampton 
towards Exeter, joining Capt. Hussies or Mr. Hussies 
land and also that of Capt. Jno. Gillmans, formerly be- 
longing to Edward Calcord, dec. Jno. Redman sen., at- 
torney for Mr. Seaborn Cotton, was given possession of 
sd. land, Dec. 22, 1679. 

Execution against estate of Edward Calcord, as admin- 
istrator to his son Edward to satisfy judgement of 4 li. 5s, 
with 2s. for costs, granted Capt. Jno. Gillman at Salis- 
bury Court, Oct. 14, 1679, signed by Thos. Bradbury, 
rec., dated Nov. 15, 1679, and served by the marshall of 
Norfolk or his deputy. Return was made by Henry Dow, 



marshall, by attachment of 2 acres, 45 rods of land be- 
longing to Edward Colcord, sometime of his son, Edward, 
dec., said land being in Hampton, next Exiter, bounded 
by land of Mr. Seaborn Cotton and Capt. Hussey and ap- 
praised by Tbos. Marston and Jno. Redman, sr., to fully 
satisfy this execution, giving Capt. Gillman possession 
by tnrff and twigg. Dated, Dec. 22, 1679. 

John Allin of Salisbury, mariner, for £25, conveys 
to Benjamin Allin of same town, planter, three cowes 
comonages in Salisbury with all after divisions of upland 
or meadow that shall belong to sd commonages. Also 
about two acres salt marsh, and a division of Marsh 
containing about one acre and thirty rods, both of which 
divisions of marsh being in Salisbury, in a place com- 
monly called Halls ffarme. The above said commonages 
and salt marsh formerly belonged to Moses Worcester, 
planter, some time of Salisbury, now of Kitterie, and by 
sd Worcester lately conveyed to said Jno. Allin. March 
24, 1674-5'. Wit: Tho. Bradbury, Jabez Bradbury. Ack. 
by John Allin, Mary, his wife, consenting thereto, June 4, 
1676, before Robert Pike, associate. 

Elizabeth Robinson and David Robinson of Exeter, ad- 
ministrators on estate of Jno. Robinson of Exon, deceased, 
conveys to John Sinkler of same place, twenty acres up- 
land in Exiter, agreeing to allow sd Sinckler free ingress, 
regress and egress thereto, through any part of sd Eliza- 
beth and David Robinsons vacant land, and also the enjoy- 
ment of a highway to ye comon Roade that leads from 
Exiter to Hampton. Dec. 6, 1678. Wit: John Gillman, 
Jonathan Thing. Ack. by Elizabeth [her Z mark] Rob- 
inson, and David [his D R mark] Robinson, Dec. 6, 1678, 
before John Gillman, commissioner. 

John Severans, jun., of Salisbury, wheelwright, for £32, 
conveys to Benjamin Easman of same town, tanner, about 
seventeen acres upland in Salisbury, also my dwelling 
house standing thereon, with all wood, trees, tymber and 
fencing thereto belonging, bounded by land of Richard 
Wells, now in possession of Benjamin Collins, by land 
of Thomas Bradbury, now of Robert Pike, by the high- 
way leading to ye mill and upon comon land. Oct. 24, 



1678. Wit: Tho. Bradbury, Mary [her MB mark] Brad- 
bury. Ack. by Jno. Severans, jun., his wife Mary con- 
senting thereto, June 17, 1679, before John Woodbrid'g, 

Phillip Grele of Salisbury, planter, conveys to Richard 
Hubbard of same town, blacksmith, six cow comonages in 
Salisbury, with all after divisions of marsh or upland 
appertaining thereto not yet layd out, which comonages 
were given by Jno. Ilsly of Salisbury, barbar, unto Wil- 
liam llsley, ye yonger, of Nubery, weaver, and by sd 
William llsley sold to sd Grele. 1679. Wit: Eph- 

raim Winsley, William Hacket. Ack. by Phillip Grele, 
ffebruary 26, 1679, before Nath. Saltonstall, assistant. 

Moses Worcester, of Salisbury, for £20, one half in 
ready money and remainder in cattle at money price, con- 
veys to Sam 11 ffrench of Salisbury, about ten acres of up- 
land in Salisbury, near the land of John ffrench and little 
river by land of Joseph ffletcher and comon land. April 
21, 1673. Wit: Tho. Bradbury, Mary [her MB mark] 
Bradbury. Ack. by grantor, April 21, 1673, before Rob* 
Pike, commissioner. 

Edward Goue of Hampton and Hannah, his wife, for 
£10, conveys to Thomas Cram of Hampton, five acres 
upland in Salisbury, less three rods, measured in presence 
of Joseph Dowe and Isaac Green, being near Hampton in 
a place called Halls farm, and being part of a fifteen acre 
lot, the first lot in number as by Salisbury records. Sd 
land bounded with Goues own land, a lot called Cobhams 
and Joseph Howes land. Nov. 1, 1679. Wit: Joseph 
How, John Brown. Ack. by Edward Goue, 29:10:1679, 
before Sam" Halton, commissioner. 

Elizabeth Wells of Salisbury, widow, for £15, to be 
payd to her whenever she shall need it and shall require it, 
conveys to Onesiphorus Page of same town, weaver, and 
to Mary, the now wife of sd Page and to such one of her 
children after her decease as she shall appoint, about six 
acres salt marsh belonging to ye cow comon division in 
Salisbury, between ye marsh lots of Sam 11 Getchell and 
Jno. llsley, butting upon little River and long pine point. 
May 15, 1673. Wit: Tho. Bradbury, Mary [her MB mark] 



Bradbury. Capt. Tho : Bradbury aud Mary, his wife, at- 
tested that this instrument was the free act and deed of 
Elizabeth Wells, April 7, 1680, before Nath: Saltonstall, 

Joseph Williams of Haverhill, for £35, conveys to Jno. 
Page, sen. a parcell of meadow in Haverhill at a place 
called Duck meadow, which was formerly my fathers, 
John Williams, bounded by land of Daniell Hendricks 
and by a swamp. Oct. 24, 1673. Wit: John Wells, Rob- 
ert Clement. Ack. by Joseph [his 2 mark] Williams, 
Oct. 24, 1673, before Nath. Saltonstall, commissioner. 

John Page, sen. and Cornelious Page, both of Haverhill, 
on ye north side Merrimack River, for £11, conveys to 
Onesiphoros Mash, sen. of same place, about five acres 
of meadow in sd. town at a place called Duck meadow, 
bounded by land of Daniel Hendricks and by meadow 
still in our own possession. March 17, 1679-80. Wit: 
Dan 11 Ela, Jno. Griffyn. Ack. by Jno. Page and by Cor- 
nelious Page and his wife Martha [her W mark] Page, 
March 23, 1679-80, before Nath 11 Saltonstall, assistant. 

Thomas Davis confirms to Onesiphorus Mash one hun- 
dred acres upland and sd Davis owns the following to be 
the bounds, viz. a stake between two clay pitts, a brook 
between land of sd Davis and Robert fiord, land formerly 
of Tho. Linforth, the Alpine swamp and a fence set up 
by sd Davis, also stakes and marked trees. Nov. 7, 1674. 
Wit: Tho: Whittier, Rob 1 Swan. Ack. by Tho. Davis, 
Nov. 9, 1674, before Nath. Saltonstall, commissioner. 

Joseph Bond of Haverhill, and Sarah his wife, convey 
to Onesiphorous Mash, sen. of same place one comonage 
right in Haverhill, which his father, J ohn Bond purchased 
of John Eyers as by said Ayers deed dated Jan. 15, 1663, 
with also the full right and interest in all future grants 
of divisions to be made by ye towne after this date, the 
fourth division of land being already granted, though not 
layd out which is hereby with all former divisions excepted. 

Dec. 17, 1679. Wit: . Ack. by Joseph Bond, 

Dec. 17, 1679, before Nath: Saltonstall, assistant. 

( To be continued ) 

t he burnap-burnett genealogy. 

By Henry Wyckoff Belknap. 

( Continued from Volume LXI, page 64.) 

484. Emeline Burnap, whose birth does not appear 
in the records, married 7 March 1830, at Westborough, 
George Lamont, born 17 October 1801, at Franklin, Mass., 
son of William and Mary (Whiting) Makepeace of Union- 
ville, Mass., he being then of Franklin, but is said to 
have removed to Rutland, presumably the town of that 
name in Massachusetts. No further records have been 

485. Elijah B. Burnap is named in the will of his 
sister Nancy A. Burnap, and his daughter Sarah E. Bur- 
nap is also referred to in the probate papers, but no fur- 
ther records have been discovered. 


692. Sarah E. 

486. Julia Ann Burnap is also mentioned in her sis- 
ter’s will and married 28 August 1831, at Westborough, 
Samuel Bassett of Boston. The names of their children 
are taken from the will of Nancy A. Burnap, and nothing 
more has been found. 

Children — Bassett : 

Celadon, lived in Janesville, Wis. 

A daughter, married Joseph C. Echlin and lived in Janes- 

William B., lived in Boston. 

Samuel, lived at Carmel Street, Chelsea, Mass. 

488. Albert Jones Burnap, born about 1817, mar- 
ried 12 July 1838, at Westborough, Sarah Elizabeth, bom 
14 June 1817, at Westborough, daughter of John and 
Sarah (Forbes) Sanborn of Portsmouth, N. H., the 
mother being of Westborough. 

He lived in Westborough and was a Selectman there in 
1844, also from 1851-3, Representative in 1860, and 

( 185 ) 



loaned money for bounties to the town 4 August 1862. He 
was a manufacturer of sleighs before 1853 and a machinist. 

His wife died 6 October 1868, aged 51:3:21, at West- 
borough, and he married 3 February 1870, Luvanna (Lu- 
ranna, L. Levann), bom about 1832, at Granby, Mass., 
daughter of Augustus and Mary (Clark) Gilson. 

He died 17 August 1882, but the death of his wife does 
not appear. 

The will of Albert Jones Bumap of Westborough. Wil- 
liam R. Gould, executor. To wife Luvanne, to William R. 
Gould the income to be paid to Luvanne L. Burnap for 
life. He omits to provide for son Henry A. Bumap as 
he has had his share. To William R. Gould income to be 
paid to Margie F. Burnap wife of Henry A. Burnap ; the 
residue to daughters Sarah E. Burnap (Hote — it may be 
that this is the niece referred to in the will of Haney A. 
Bumap and that Elijah B. Bumap, Ho. 485, did not 
have such a daughter) and Catharine E. Bumap and any 
other children alive at the time of my decease. 17 October 

Witnesses: — John A. Fayerweather 
Josiah Childs 
Arthur G. Biscoe 

William R. Gould of Westborough represents that Albert 
J. Bumap of Westborough died 17 August 1882 leaving 
a widow Luvanne L. Burnap and next of kin, Henry A. 
and Sarah E. Burnap, both of Westborough. 5 Septem- 
ber 1882. 

Inventory filed 7 Hovember 1882. 

Discharge of tmstee by Sarah E. Burnap 14 March 

Worcester Probate Records, Ho. 1211, 2nd Series. 
Children, born in Westborough: 

693. John Sanbobn, born 18 Aug. 1840, served in 13th Massa- 

chusetts Regiment as a private, died 10 Dec. 1861, ae. 
21 :5 :0, at Williamsport, Md., unmarried. 

694. Henby A., born 8 Nov. 1843, died 4 Dec. 1888, Westborough. 

695. Sabah E., born 30 Sep. 1845, living 1882. 

696. Cathebine Ellen, born 29 Mar. 1848, died 24 Jan. 1879, 

ae. 30:9:20, unmarried. 



490a. Albion Gustavtjs Burnap, born 25 July 1838, 
married before 1866, Agnes C., born 17 November 1842, 
at Peoria, 111., daughter of a Greenman of that place. 

He lived in Hopkinton, perhaps at Holliston and at 
Worcester, and his wife died 6 July 1881, aged 38. 

The will of Agnes C. Burnap of Hopkinton. To my 
husband Albion G. Burnap, to my children May F., Her- 
bert T. and Lottie I., the residue to Charlotte M. Burnap 
(sic). (Note — It is supposed that the residuary legatee 
is the daughter Charlotte Isabelle, who married Charles 
N. Mason.) Charles B. Burnap executor. 1 May 1881. 
Witnesses:— C. Meserve 

Sarah A. Meserve 
B. Lizzie Burnap (see 490b) 

Mddx. Probate Records, vol. 441, p. 55. 

Children : 

697. Mary Francis, born 6 Jul. 1866, Hopkinton, living in Good- 

ing, Idaho, 1916. 

698. Willie(?), born May, 1873, died 6 Sept. 1873, ae. 4 mos. 

at Marlborough, “son of A. G. Burnap born Hopkinton, 
and S. A. Bemis born Maine,” (State Records). It is 
impossible to account for this entry and George Elbert 
Burnap, son of Charles Russell, No. 490b, knows of no 
such child. 

699. Herbert Thayer, born 25 Apl. 1874, Worcester. 

700. Charlotte Isabelle, born 25 Jun. 1876, Worcester. 

701. Charles Russell, born 11 Oct. 1877, Worcester, died 11 

Dec. 1877. 

702., died ae. 2 weeks. 

490b. Charles Russell Burnap, born 15 August 
1842, married 5 May 1870, Lizzie B., bom about 1850, 
Maine, daughter of Joseph and Mehitable (Smith) Gerry. 
They were married and lived in Marlborough and Hop- 
kinton later, but dates of death have not been found. 

Charles Russell Burnap was appointed guardian 12 
January 1892, as surviving parent (sic) of Herbert T. 
Burnap of Hopkinton, about 14 (sic), George W. Gerry 
and Josiah W. Gerry sureties, of Hopkinton (see No. 

Mddx. Probate Records, vol. 426, p. 628. 



Charles Russell Burnap was appointed guardian 11 
June 1889, of Lottie I. Burnap of Hopkinton, born 25 
June 1876, Edmund A. Gerry and J. S. Gerry sureties. 
Ibid, vol. 488, p. 440 (see Ho. 700). 

Children : 

703. Walter Mellen, born 13 Nov. 1871, Marlborough. 

704. Charles Lester, born 2 Feb. 1875, Hopkinton. 

705. Jessie May, born 2 Sep. 1877. 

706. Grace Belle, born 21 Jun. 1879. 

707. George (Elbert not used), born 28 Nov. 1884. 

491. Myron Burnap, bom 22 April 1830, married 
2 February 1852, at Elyria, Ohio, Elizabeth Ereelove, 
born 25 December 1832, daughter of David and Betsey 
(Cushing) Bowen. 

He lived at Bethel, Vt., and died there 14 April 1892, 
while his wife also died there 21 January 1906. 
Children, bom in Bethel, Vt. : 

708. Edwin Averlll, born 31 Dec. 1852. 

709. Kate Josephine, born 17 Oct. 1854, died 24 Apl. 1908. 

710. Frank Russell, born 2 May 1857. 

711. John Myron, born 11 Sep. 1863. 

712. Laura May, born 23 Apl. 1865. 

713. Mary Elizabeth, born 2 Aug. 1868. 

492. James C. Burnap, born 9 July 1837, married 
16 January 1859, Annette A., bom 23 March 1840, 
Bethel, Vt., daughter of Pliny and Lamira Warren. She 
died 27 July 1872, at Bethel, and he married 10 April 
1878, Adeline Lillie, born 1 December 1837, at Bethel, 
but of Aurora, HI., at the time of her marriage. He died 
22 August 1900, at Bethel, where he had lived. 

Children : 

714. Daniel Lillie, born 12 Jan. 1866. 

715. Bertha A., born 3 Apl. 1868. 

716. Robert E., born 7 March or June, 1879. 

493. Hayden Burnap, born 17 May 1840, married 
at an unknown date, Sarah Kelsey, and lived in Hunting- 
ton, Ohio. Ho further particulars known. 



494. Mary Burnap, born 2 June 1842, married Mat- 
thew Hussey, and lived in Rutland, Vt. Ho further 

495. Florilla Burnap, bom 22 November 1806, 
married before 1830, Isaac, born April 1806, son of 
Charles Pettys of Rhode Island. They had five children, 
but only one is known. 

Child — Pettys : 

Susan, born 23 Oct. 1830, married Mar. 1850, Raymond 

496. Nancy Burnap, born 6 September 1808, mar- 
ried 29 September 1825, Elizur, born 16 or 22 November 
1800, at Lisle, Broome County, N. Y., son of Ashbel and 
Rachel (Lusk) Olmsted of Simsbury, Conn., and Whites- 
town, N. Y. He was a farmer and lived in Union City, 
Mich. He died 13 August 1876. 

Children — Olmsted : 

Angeline, born 20 Jan. 1830, married 23 Jan. 1852, Levi 

Lavinia, born 15 Apl. 1832, married a Clark. 

Pobteb, born 8 Nov. 1833, married 25 Dec. 1860, Eliza Jane 
Allen. He served in the 4th Battery, Michigan Light 

Lyman, born 3 Dec. 1834, died 6 Aug. 1836. 

Philo, born 8 Oct. 1837, married Elizabeth Cooper. (He 
enlisted in the 122d N. Y. Regiment.) He died Jul. 1864. 

Albert, born 3 Jun. 1841. He enlisted in 1860, died 27 
Apl. 1863, in camp. 

Sophia J., born 29 Aug. 1843. 

Fbank, born 10 Sep. 1847. 

497. Benjamin Burnap was married and lived in 
Ohio; nothing is known except that he had six children. 

498. Betsey Burnap married 10 September 1834, 
George Rossman. They had one child and she died in 
May, 1849. 

499. Eleanor Burnap born 21 July 1814, married 
Chauncey Bailey, who died 28 April 1845, having had 



six children. She married, January, 1846, Abram Cole, 
and by him had seven children. 

500. Henry Chandler Burnap (Burnett), horn 
1 February 1818, married 18 January 1840, Mary War- 
racong. He was a millwright for the Government at 
Tallahoma and was captured by the Confederate forces at 
Nashville and marched to Corinth, Miss., where he died 
from exhaustion. He lived at Fayette, Ohio, and had 
eight children, of whom but one is known. 


717. Alice Elizabeth, born 27 May 1846, Fayette, died 20 Mar. 


501. Marshall Terry Burnap had a wife named 
Mary and lived at Ithaca, N. Y. 

502. Sophia Burnap married Alanson Sealey, who 
died at Ithaca, N. Y., and she married Edward Garrison, 
who served in the Army and by whom she had three 

503. Roena Burnap, bom 31 March 1825, married 
21 December 1848, Charles M., bom 21 November 1827, 
son of Deacon M. Eaton. He worked in a pail factory 
and had two children. 

Note: — M ost of the facts concerning Harden Burnap’s family 
above are taken from the Chandler Genealogy and leave much 
to be desired as to details. 

504. Chloe Burnett, bom 12 April 1805, married 
15 December. 1824, Manna, bom 16 June 1796, son of 
Ashbel and Rachel (Lusk) Olmsted of Simsbury, Conn, 
and Whitestown, N. Y., whose brother Elizur married 
Nancy Burnap, No. 496, and widower of Maranda Good- 
enough, who died 18 May 1823. 

He died 31 March 1866, and she died 12 November of 
the same year. They had lived at Triangle and Hart- 
land, N. Y., but removed in 1841 to Union City, Branch 
County, Mich. 



Children— Olmsted : 

Marlin, born 16 Jan. 1826, died 17 Apl. 1826. 

Mabanda, born 27 May 1827, married Orville Morrill. 

Lydia, born 2 Jun. 1829, married Edwin Andrews. 

Andrew, born 20 Jun. 1831, died 25 Apl. 1832. 

Mabyett, born 8 Jan. 1834, married 4 Feb. 1850, Oliver 
Gernelvin French. She died 3 Apl. 1882. 

Luman, born 2 Jan. 1835, married Janette Vosburg. 

Cynthia, born 7 Dec. 1836, married Chauncey Bayley. 

Bishop, born 13 Apl. 1839, died Feb. 1843. 

Obeis, born 15 Feb. 1846, died about 1891. 

504. John Bodel (Boole) Burnett, bom about 
1825, married a wife named Harriet H., but no other 
record of her is known. It is evident that he died about 
1850 or 1851, as she was then a widow. 

Bond of Lester and William Burnett, Jr. Lester Bur- 
nett, guardian to John Bodel, about 16, 13 March 1841. 

John Bodel Burnett, deceased, insolvent. Bond 3 July 
1851, Harriet H. Burnett, the widow, declines adminis- 
tration. 1 January 1851. 

Probate Records, Hampton, Conn. 

509. Wellington Cleveland Burnett, bom 21 
September 1829, married 6 December 1855, probably in 
California, Jennie Cromwell, bom 9 June 1834 in Hew 
York, daughter of Charles and Jane (Scott) Cleveland. 

He served in the Mexican War in 1846-47, volunteered 
at the age of 17 in the Ohio Regiment of Scott’s Line, 
was commissioned a Lieutenant in the regular army for 
bravery, but never served. 

He was State Senator 1855-6 from Yuba County, Cal., 
was City and County Attorney of San Francisco 1870-9 
and Trustee of the Academy of Sciences. His wife was 
prominent in charitable societies. 

They lived at Long Bar, California, and by 1859 in 
San Francisco. 

Children, all but first born in San Francisco: 

718. Isaac Gibson, born 28 Oct. 1856, Long Bar. 

719. A daughter, born 11 Mar. 1859, died 11 Mar. 1859, San 




720. Charles Cleveland, born 6 Mar. 1860, died 3 May 1863, 

Long Bar. 

721. Lester Grant, born 7 Aug. 1863. Law partner with his 

father in 1896. 

722. Olive, born 22 Jan. 1866. 

723. Gertrude Augusta, born 27 Sep. 1869. 

724. Marius, born 20 Nov. 1872. 

725. A son, born 3 May 1876, died 3 May 1876, San Francisco. 

510. Edward Worthington Burnap, born. 29 Octo- 
ber 1842, was unmarried. He lived in California from 
1855-64, six years in San Francisco, studied law at Ann 
Arbor 1867-8, graduated at the College of Physicians and 
Surgeons in Hew York City in March, 1869, practised 
in that city, was a member of the 7th Regiment H. G. S. 
H. Y. and Quartermaster Sergeant of Company F in 1881. 
He died in Hew York City 22 September 1895. 

511. Dolly Chamberlain Burnett, born 2 January 
1825, married 24 December 1844, Charles F. Wilson, a 
bookbinder and lived in Worcester, Mass. 

Child, born in Worcester — W ilson: 

Sarah Elizabeth, born 10 Jan. 1846. 

512. Elizabeth Burnett, born 17 September 1826, 
married Marshall, born 7 June 1823, at Worcester, son 
of Elisha and Sarah (Chamberlain) Flagg, and had three 

513. Luther Burnett, born probably before 1832, 
married 21 July 1853, Prudence E., bom 1 October 1835, 
daughter of Abram and Haney (Lyman) Collins of Par- 
ishville, H. Y. 

Luther Burnett, Jr., of Worcester, spendthrift, guard- 
ian prayed for by the Selectmen 27 January 1841. Jonas 
Bartlett was appointed 2 March 1841. He prays for dis- 
charge 30 August 1844 on account of his business and is 
relieved. Alexander de Witt of Oxford is appointed 
5 Hovember 1844, and others later. 

The heirs-at-law and connections of Luther Burnett of 
Worcester are informed that a petition is pending for 
the removal of the guardianship and request that said 



guardianship be removed. Charles F. Wilson, Dolly C. 
Wilson, Elizabeth Burnett, Warren Burnett, Dolly B. 
Graves and Calvin A. Burnett. No date and no date to 
the petition, but the selectmen give notice that action will 
be taken 16 March 1847. 

Worcester Probate Records, No. 9197. 

Children : 

726. Laura E., born 8 Feb. 1855. 

727. John Fremont, born 6 June 1856 (?), died 1858. 

728. Martha, born 16 Sep. 1856. 

729. David A., born 17 Nov. 1864. 

730. Mary A., born 2 Mar. 1866. 

521. Marshall Sumner Burnett, born 6 May 1830, 
married 22 January 1882, Adaline A., born 25 April 
1860, Georgia, daughter of Samuel Burrill. They lived 
at Highland, Macon County, N. C. 

523. Austin Coolldge Burnett, born 11 November 
1834, married 31 December 1857, at Dudley, Mass., 
Emma, born 20 November 1837, at Dudley, daughter of 
George Nelson and Sarah Ann (White) Perry of that 

He lived at Dudley and Webster, Mass., was a shoe- 
maker and in 1888 was a Trustee of the Oxford Agri- 
cultural Society. 

She died 1 January 1897, at Webster, and he died there 
9 October 1906. 

Children, born in Dudley: 

731. Frank George, born 30 May 1860, died 3 Mar. 1912, at 

Pawtucket, R. I. 

732. Fred Nelson, born 30 May 1860, died 20 Feb. 1912, at 

Attleboro, Mass. 

733. A Daughter, still-born 17 Mar. 1862. 

734. Emma Josephine, born 12 May 1866. 

735. Elizabeth L., born 6 Sep. 1870. 

525. Francis Elswortii Burnett, born 4 June 1838, 
married 7 March 1867, Mary A., born 22 September 1842, 
daughter of John and probably Rebecca (Barret) Has- 



He graduated at Amherst College in 1867 and was a 
teacher in Dudley and Woodstock Academies, Putnam 
High School, was Superintendent of Schools at Auburn, 
Me., and Principal McGaw Institute. He was a graduate 
of Harvard University in 1884. 

He lived at Dudley, Woodstock, Putnam, Auburn, Me., 
and Reed’s Ferry, N. H. In 1916 he was living on Grove 
Street, Putnam, Conn. 

Children : 

736. Mary L., born 1871, died 1873. 

737. John E., born 24 Nov. 1873. 

738. Florence E., born 22 Sep. 1879. 

739. Clarence A., born 7 May 1883. 

526. Emeline Jane Burnett, horn 16 April 1842,. 
married 16 June 1862, Charles I., born 1 April 1839, 
Killingly, Conn., son of Chad B. and Emily Ann (Field) 
Carey. He died 14 December 1865, at Worcester, and 
she married 6 November 1870, Harvey F. Newton, born 
2 May 1838, at Vernon, Vt. 

In 1916 they were living at 2 Brighton Boad, Worcester,. 

Children — Newton : 

Charles H., born 1874, died 1874. 

Arthur T., born 1877, died 1877. 

Minnie A., born 23 Aug. 1880. 


Gertrude L., born 10 Jul. 1863, died young. 

527. Edwin L. Burnett, born about 1837, married' 
5 September 1861, Eliza A. or M., born about 1834, 
daughter of Ora and Rebecca Buckman, she being then 
of Cambridge. They were married at Boston and prob- 
ably lived in West Roxbury, where he died 1 October 
1871, and she married 29 October 1872, Alfred Thomas 
Hersee, born about 1848, London, England, and at that 
time of Dedham, Mass. He was the son of Alfred and 
Mary Ann Hersee of London. 

Eliza A. Hersee of Boston is to Alice W. Burnett, 
single, of Boston, the next of kin, her mother, her father 



deceased 1871, and she having married Alfred T. [S. ?] 
Hersee, and she prays that administration be granted, 
29 March 1887, which was granted 1 April 1887, James 
Jackson and Alfred T. [S. ?] Hersee sureties. 

Suffolk Probate Records, vol. 592, p. 342. 


741. Alice W., born 25 Nov. 1868, died 14 Mar. 1887, intestate, 

528. Warren Webster Burnett, bom about 1846, 
married 11 April 1867, at Melrose, Mass., Rosamond A., 
born about 1846, Barrington, 1ST. H., daughter of Benja- 
min F. and Rosamond I). Twombly. They were both of 
Melrose at the date of marriage, and he died in 1870. 
She married 8 September 1872, Bamford Gf., born about 
1836, Elgin, N. B., son of Thomas and Ruth Leman, a 
carpenter in Boston when married. 

Petition 4 October 1870 of the widow Rosamond A. 
Burnett for guardianship of Warren Webster Burnett of 
Melrose, minor, under 14, she being the surviving parent. 

Petition 4 October 1870 of the widow Rosamond A. 
Burnett for administration on the estate of Warren W. 
Burnett of Melrose, intestate. 

Mddx. Probate Records, vol. 421, p. 291, vol. 373, p. 



742. Warren Webster, born 26 Aug. 1867, Melrose. 

535. Heel a M. Burnett, bom 5 May 1850, married 

I January 1872, at Springfield, Dwight S., born about 
1847, at Dana, Mass., son of Seth D. and Delucia S. 
Williams. Ho further records have been found. 

536. Martha E. Burnett, bom about 1856, married 

II January 1877, at Springfield, K. Arthur, born about 
1852, at Lowell, Mass., son of William and Sarah Dear- 
den. Both were of Springfield at the time of marriage. 

'539. John Smith Burnap, bom 8 June 1824, mar- 
ried 24 November 1853, Minerva, born 5 April 1829, at 
Uxbridge, daughter of Andrew and Miranda Hall. 


He lived in Sutton and Whitinsville and the house he 
was occupying in 1878 was built by Lot Simpson, next 
owned by Henry Bright Harbach, then by James King, 
then by Daniel Harbach and occupied by bis son Charles 
D. Harbach, who deeded it to John Burnap in 1821. 
He was a carpenter by trade. 

His wife died in Sutton 24 October 1887, aged 58 :6 :19, 
and be died there 11 January 1911. 

Children : 

743. Jennie Abby, born 4 Dec. 1857, Sutton. 

744. George Eaton, born 24 Jun. 1859, Northbridge (State 
Record) or Uxbridge (record of his death), died 22 Jan. 

1864, se 4 :7 :0, Sutton. 

745. John Andrew, born 28 Jan. 1863, Sutton, died 5 Feb. 

1864, se 1:0:8. 

746. Sarah Elizabeth, born 1 Jan. 1865, Sutton. 

746. Addie Minerva, born 4 Feb. 1868, died 11 Jan. 1911. 

747. Willard Edgar, born 26 Nov. 1869. 

540. Eliza Jane Burnap, born 3 May 1827, married 
4 July 1861, Otis, born about 1818, Uxbridge, Mass., son 
of Andrew and Miranda Hall, who bad been previously 

He was a box-maker in Sutton and died there 3 Decem- 
ber 1905, and no children have been found. 

541. Mary Fidelia Burnap, born 27 August 1830, 
married 1 June 1864, at Sutton, Simon W., bom 18 No- 
vember 1816, Sutton, son of Simeon and Deborah Stock- 

He was a farmer and lived in Sutton; no children 
have been found. He died 11 Nov. 1901, and she died 
30 Aug. 1915. 

543. Amy Davenport Burnap, died unmarried about 

The will of Amy Davenport Burnap of Paxton, single. 
To sister Caroline G. Burnap, to the Board of Commis- 
sioners of Foreign Missions, to my friend Elizabeth H. 
Childs of Paxton, to my sister Selinda W. Burnap, residue 
to my mother Aurelia C. Burnap, sister Celinda W. Bur- 



nap, sister Caroline G. Burnap, brother Willard A. Bur- 
nap ; Deacon Samuel D. Harrington executor. 2 Septem- 
ber 1849. 

Witnesses: — Richard S. Wood 
Julia A. White 
William White 
all of Maine. 

Proved 3 September 1850. 

Samuel D. Harrington as guardian of Caroline G., 
Celinda W. and Willard A. Burnap consents. 

Worcester Probate Records, Ho. 9142. 

545. Celinda Warren Burnap, born before 1841, 
appears from the will of her aunt Bethiah to have married 
a Clow of Newbury, Iowa. Prom other family wills she 
seems to have died, probably in Nevada, Minn., about 
1868 or 1869. 

546. Willard Abijah Burnap, born in Tuftenbor- 
ough, N. H., date unknown, is shown by the birth 
records of his children to have had a wife Mary E. and 
to have lived in Dover, N. H. He was living in Forest 
City, Iowa, in 1865, in Chicago in 1869, and he was in 
Clear Lake, Iowa, in 1915. He is called “Landlord” in 
the birth records, but nothing further has been found. 
It is somewhat uncertain whether his name was Willard 
or William, as both names appear in the probate papers. 

Children, bom in Dover, N. H. : 

748. Willard L., born 28 Jan. 1874. 

749. Mattie B., born in Iowa 1882, died 21 Apl. 1882, se 2:11, 


549. Eliza Ann Burnap, born 29 August 1836, mar- 
ried 2 September 1863, Moses Dwinnel, bom 28 November 
1836, at Auburn, Mass., son of Andrew B. and Hannah 
[(Dwinnel) Garfield. 

He was a merchant in Millbury, Mass., at the time of 
his marriage and his wife died after 1886, but no further 
records have been found. 

551. Wyman Reed Burnap, bom 2 January 1836, 
enlisted 19 July 1862, and was promoted to the rank of 



Sergeant 1 September 1864; be was wounded at tbe battle 
of Winchester, 19 September 1864, and died there 20 
September 1864. being buried the following day. 

552. Mary Henshaw Burnap, bom 22 April 1837, 
married 5 February 1857, at Cabot, Vt., Levi, son of 
Edwin and Olive (Dwinell) Pitkin, and lived at Marsh- 
field, Vt., where she died 23 November 1903. 

Children — Pitkin : 

Edwin Watson, born 5 Oct. 1860, married 13 Mar. 1883, 
Bertha May Merritt. 

Elmeb Ellsworth, born 29 Jan. 1865, died 21 Apl. 1878. 

Edith Susan (Susan A.), bom 29 Apl. 1868, Marshfield 
(or 28 Apl. 1867), died 9 Jul. 1884. 

Eva Estella, born 1 Oct. 1873, Marshfield, died 13 Apl. 
1878, Marshfield. 

553. Charles Hawes Burnap, born 2 December 
1839, married 8 February 1866, at Calais, Vt., Sarah 
Williams, bom at Calais, daughter of Gilbert and Elfrida 
(Wheelock) Leonard. 

Child, bom at Calais: 

752. Luba Estelle, born 26 Jun. 1869. 

554. Isabel Frances Burnap, born 2 July 1842, 
married 7 May 1862 or 1863, at Montpelier, Vt., Orlando 
H., born about 1836, son of Gilbert and Elfrida (Wheel- 
ock) Leonard, brother of the wife of her brother Charles 
Hawes Burnap. 

They lived at Calais, Vt., and she died there 26 August 

Children, bom at Calais — Leonard: 

Lew Wallace, born about 1868, married 24 Feb. 1897, 
Florence Jennie Fay. 

Lothaib Lewis, born 19 Jan. 1874, married 25 Dec. 1906, 
Emily Pardee Silcox. 

555. Ruth Tucker Burnap, bom 15 August 1845, 
married 10 November 1870, George Henry, born about 
1841, at Calais, son of Clark Stevens and Luthera 
(Wheelock) Gray. 



They were married at Barre, Vt., and lived at East 
Calais, where she died 25 November 1879. 

Child, horn at Calais — Gray: 

Ivan Ward, born 17 Sep. 1871, married 19 Oct. 1898, 
Laura Ola Leonard. He was living' at East Calais in 

556. Harvey Ellsworth Burnap, horn 16 August 
1847, married 12 December 1882, at Calais, Myra Lucy, 
bom about 1856, at Calais, daughter of Carlos S. Samuel 
and Mary Jane (Hathaway) Jacobs. 

They lived at Calais and Hardwick, Vt. 

Child, horn at Calais: 

753. Blanche Susan, born 15 Oct. 1884. 

557. Eunice Annie Burnap, born 24 July 1852, mar- 
ried 25 December 1899, Eri Peter, born about 1858, at 
Marshfield, Vt., son of Osgood D. and Mira (Woodcock) 
Whitcomb. They lived at Marshfield, Vt., where she died 
15 August 1905, but no children are known. 

558. Mary Dorcas Burnap, bom 18 July 1872, mar- 
ried 21 October 1891, Ola Henry, bom 17 June 1870, at 
Marshfield, son of Chester Wright and Orpah L. (Jacobs) 

He was a farmer in Cabot, and in 1916 was living in 

Children, bom in Cabot — Dwinell. 

Hester Burnap, bom 16 Apl. 1906. 

Orpah, born 29 Jan. 1914. 

559. Luke Burnap, bom 25 November 1806, married 
17 May 1843, Eliza Abbie, bom 19 October 1809, at 
Chesterfield, Vt., daughter of Joseph and Hannah ’(Heed) 

They lived at Grafton, Vt., where she died 13 July 
1871, aged 60, and he died 7 December 1873, aged 67. 

The Buggies Genealogy says they had no issue, but this 
is apparently an error. 

Child, horn in Grafton: 

754. Jennie, born about 1841, died 26 Aug. 1875, se 34, Grafton, 




562. Lucy Gleason Burnap, bom 8 July 1813, mar- 
ried 19 September 1832, Joseph Bridges, bom 27 August 
1808, at Bakersfield, Vt., son of Henry and Lucretia 

He was a cabinet-maker and had a fruit farm at Towns- 
hend, Vt., and before 1854 they were divorced for incom- 
patibility, after which he lived in Hew York City and 
Vineland, H. J., where he died 6 December 1891. 

She married 18 December 1854, at Townshend, Edwin 
D., son of William Harris, and she died 29 December 
1883, at Townshend, aged 70:5:21. 

Children — Dunton : 

Olive Maria, born 4 Sep. 1833, married Alonzo Judah 

Julia Adela, born 5 Nov. 1835, married James W. Brown. 
Abigail Burnap, born 4 Jul. 1836?, married Charles Clark 
Toft. She died Oct. 1913. 

Harris : 

Nellie Eudora, born 25 Nov. 1856, died aged 10. 

Minnie N. (Lewis), adopted daughter, died aged 24. 

565. John Thomas Burnap, bom 19 April 1820, 
married 1 January 1840 ( ?), Haney Boynton of West 
Townshend, Vt. 

They lived at Jamaica, Vt., where he died 8 Hovember 
1899, aged 78:8:0. 

Children, born in Jamaica: 

755. Isabelle E., born Jan. 1841 (?’51), died 21 Jul. 1865, 

ae 14:7:15. 

756. Vina M., born about 1859. 

757. Elnora J., born 17 Feb. 1863, died 4 Jul. 1865, te 2:4:17. 

758. Edna, unmarried. 

566. Martin Luther Burnap, bom 16 March 1822, 
married 20 December 1848, at Jamaica, Phila (Phoebe?) 
P., born 20 March 1825, Jamaica, daughter of Samuel 
and Vina Boynton. 

They lived at Westminster and Townshend, where he 
died 8 January, 1862. 

(To be continued ) 




VOL. LXI — JULY, 1925. 

Issued Quahtekly 





The Historical Collections are published quarterly with illustra- 
tions, each volume containing a complete index. Subscription 
$3.00 per annum. 

Entered at the Post Office in Salem, Massachusetts, as second class matter. 

The Esse* Institute disavows responsibility for the positions taken by contributors 
to its pages. ' 

-JULY, 1925 

By Ralph Bertram Harris. 

2 . 




A Pioneer of the Northwest. 


Blockade Running During the Civil War. By Francis B. 

C. Bradlee. ( Continued .) ( Illustrated .) 

Three Generations of Silsbees and Their Vessels. By 
Martha Williamson Forsyth Duren. (Continued.) 


The Burnap-Burnett Genealogy. By Henry Wyckoff 

Belknap. (Continued.) 

Salem Vessels and Their Voyages. By George Granville 
Putnam. (Continued.) (Illustrated.) . 







By George Granville Putnam. 

Figuring prominently in the East India commerce after the Revo- 
lution, was the Pepper Trade between Salem and the Island of Su- 
matra, — a trade marked by romance, pathos, tragedy and prosperity* 
Likewise, the trade with Calcutta, East Coast of Africa, Madagascar, 
and the Philippine Islands was an important source of revenue for 

Salem Merchants. , . . , , 

Mr. Putnam, who is an authority on Salem shipping, has gathered 
from old newspapers and other sources the story of the sagacity 
and heroism of the men of Salem and nearby towns in bringing 
their valuable cargoes to this port, interspersed with anecdotes of 

thrilling adventures. 


160 pp. with Index; 8vo.; 42 full-page illustrations, comprising 75 
separate pictures. Blue boards. Price, postpaid, $ 3.50 . 


154 pp. with Index-, 8vo; 37 full page illustrations, comprising 
70 separate pictures. Blue Boards. Price, postpaid, $3.50. 

157 pp. with Index; 8vo; 30 full page illustrations, comprising 
50 separate pictures . Blue Boards. Price, postpaid, $3.50. 



By Louis F. Middlebrook 

This work is an historic collection of naval data, containing the 
records and exploits of over three hundred State and Privateer Ves- 
sels of Connecticut, officially commissioned by Governor Trumbull 
(“ Brother Jonathan") and employed against Britain to help defend 
and establish the sea power of the Colonies during the struggle for 

1K It has < tmeif prepared by its author after careful search of old Con- 
necticut Maritime and British Admiralty Court Records, individual, 
and other sources of supply; and includes crew-lists, combats, cap- 
tures and various data concerning the Connecticut Naval Service 
both on the high seas as well as for the defence of Long Island Sound 

and its strategic harbors, during the American Revolution. 

Two volumes, 8vo, S75+S00pp., 50 rare illustrations, including in- 
dexes in each volume, blue cloth binding, gilt tops, decorative end 
papers, boxed. Price per set $10.00. 

Address ; 


Salem, Mass. 

New Catalog of all Publications of the Essex Institute sent on 


From a painting in the possession of the Essex Institute. 




Vol. LXI July, 1925 No. 3 


By Ralph Bertram Harris. 

Rev. Manasseh Cutler* was born in Killingly, Connec- 
ticut, May 13th, 1742. His father, Hezekiah Cutler, on 
the death of his father, came into possession of the fertile 
acres of the homestead on the eastern border of Ivillingly. 
The line dividing Connecticut and Rhode Island passed 
directly through the house. Here his mother and sister 
resided with him. Hezekiah faithfully performed the 
duties his father had required, and early developed those 
fine traits of character which distinguished him through- 
out his long life. On December 5, 1734, he married 
Susanna Clark, the daughter of Hanniel Clark, one of 
the early surveyors of Windham County, Conn. Susanna, 
the mother of Manasseh, is said to have been “a lady of 
great personal beauty and strength of mind, with an 
education in advance of her time.” 

Hezekiah Cutler removed when Manasseh was very 
young to the vicinity of the Meeting House, on Killingly 
Hill, and was prominent in town and church affairs. He 
is described as a man who had a commanding influence 
with those around him, was dignified in his appearance 
and manners, was respected for his wise and prudent 
counsel and his great firmness of character. He was re- 
garded as a truly benevolent and Christian man, a peace- 
maker among his neighbors, a friend to the poor, and an 
intelligent, public-spirited citizen. 

On the Killingly farm, under the guidance of his father 
and the loving, watchful eye of a mother who devoted 

* The material for this article was obtained from The Life 
and Letters of Manasseh Cutler, Wiley and Lines’ compilation 
for a History of the United States, and various pamphlets in 
possession of the Essex Institute. 

( 201 ) 



herself to the improvement of her children, Manasseh 
Cutler grew up with those habits and principles that are 
sure to form a useful and worthy character. The labors 
of the farm in which he participated, gave to him a very 
fine physical development and valuable habits of industry. 
His early practical knowledge led, in after life, to efforts 
for the improvement of the methods then practised in 
agriculture, and accounts for his marked success as a 
farmer and horticulturist. 

This rural life gave him a liking for skating, fishing, 
gunning and other field diversions, which he had abundant 
opportunity to enjoy; and doubtless fostered an inherent 
love of nature which permeated his whole being, influ- 
encing his studies and leading him to devote much time 
and thought to the pursuit of the different branches of 
natural history. 

In youth he had the advantage of such schools as the 
country then afforded, but as he approached manhood, he 
manifested an earnest desire for a more liberal and 
thorough education. 

In the absence of academies he was placed under the 
care and instruction of the Rev. Aaron Brown, pastor 
of the church in Ivillinglv, to be prepared for college. 
During these years of preparation he was associated with 
a stepson of Bev. Mr. Brown, by the name of Joseph 
Ilowe, a brilliant scholar, with whom he entered Yale in 

Howe and Cutler graduated in 1765. Cutler was dis- 
tinguished for diligence and proficiency and graduated 
with high honors from college to attain distinction in 
various departments. After practising law for a time 
in Edgartown, he studied theology and was ordained pas- 
tor of the church at Ipswich Hamlet, Mass., Sept. 11, 
1771 (29 years old). In writing of his ordination, Dr. 
Cutler said: “All the parts were conducted with great 
decency and decorum. There was a vast concourse of 
people, the house was thronged exceedingly; the broad 
alley was so filled that it was with the greatest difficulty 
that the Council got into the meeting house. (The Coun- 
cil consisted of the Pastors of 10 churches and their dele- 
gates.) It was judged that not more than half the people 
were able to get into the house. We had a very handsome 



entertainment provided at Mrs. Wigglesworth’s. Mr. 
Obadiah Parsons undertook the business.” 

Cutler was a man of unusual breadth and solidity 
of character ; and while performing his pastoral duties 
with great fidelity and acceptance, he gave much time 
and thought to political and scientific investigations, fit- 
ting him to bear a prominent part in the development of 
the future republic. 

He kept a daily record of his personal affairs, begin- 
ning in the year 1765, when he was 23 years of age, then 
a school teacher at Dedham, and ending in the year 1823, 
the year of his death. In this journal, under the date 
of Dec. 24, 1765, we find this entry, which introduces us 
to the amiable lady who later became his wife: 

“Set out for Boston in the carriage with Miss Polly 
Balch ; very cold. It being Christmas eve, the bells in 
Christ Church were rung, chimed, played tunes, etc. 
Christ Church is a large brick building situated at the 
north end and is the first church founded in the town.” 
Again, on Sept. 7, 1766, we find this entry: 

“This day appointed to celebrate the marriage ceremony 
between myself and Miss Mary Balch. The guests in- 
vited to be present were: — 

Math. C. Sumner, Esq., and his lady 
Capt. Math. C. Dean “ “ « 

Zebediah Clark « « « 

Jonathan Dean “ “ “ 

Increase Sumner “ “ “ 

Deacon Everett “ “ “ 

Samuel Sumner “ “ “ 

Benjamin “ 

Asa Everett 
Miss Polly Sumner 
Miss Isabel Everett. 

“A handsome supper was prepared. At 7 o’clock Bev. 
Mr. Balch performed the ceremony after which an appro- 
priate Psalm was sung, supper was served and the even- 
ing spent in a very agreeable manner.” 

Manasseh Cutler was an enthusiast in the pursuit of 
knowledge and, particularly adapted to teach, he often 
had pupils under his instruction. In 1782 he decided to 
devote more time to the business of teaching, and accord- 
ingly opened his popular and successful private boarding 



school, which was continued for more than a quarter of 
a century. The following account of the school was given 
by his son, Temple Cutler, in later years: 

“Soon after his settlement at Ipswich Hamlet, he com- 
menced a school in his own house for the instruction of 
youth, not only in the various branches of an English 
education, but he also fitted for college. 

“He often had with him young gentlemen engaged in 
the study of theology. Many young men, sons of mer- 
chants in the West India Islands of various nations, 
French, Spanish and Dutch, obtained their English educa- 
tion with him. Some of the most eminent merchants in 
Salem, Gloucester, Boston, and other neighboring towns, 
received the most of their education, or were prepared 
for college in his school. They were of the families of 
Cabot, Derby, Grafton, Lowell, Peele, Silsbee, Pearce of 
Gloucester, Phelps, Conant, Low, and many others not 
now recollected. 

“He also taught seamen the art of navigation, giving 
insti’uctions particularly in lunar observations, then little 
practised by navigators. Watkins of Salem, who published 
a Nautical Almanac, was one of his pupils at Hamilton. 
Among those he prepared for college were the late Willard 
Peele, Esq., and Hon. Nath. Silsbee, colleague af Daniel 
Webster in the II. S. Senate. Hon. Mr. Silsbee, in a 
letter dated Aug. 1, 1849, says of Dr. Cutler: ‘During 
the four years that I was Dr. Cutler’s pupil and a resident 
of his family very much of his time was devoted to botany, 
so much so as to attract attention and to cause frequent 
calls upon him from different parts of our own country 
and occasionally from Europe.’ ” 

His diary, which has already been mentioned, is filled 
with the most interesting details. It presents not only 
a faithful photograph of the personal characteristics of 
the man, but an instructive view of public affairs, of the 
social life as well as the labors of that influential body 
of men known as the New England or Puritan Clergy. 
The names of his associates in these daily records are 
known not only at home, but abroad. Their personal 
influence was felt in that most important crisis from 1766 
to 1787. Not only were they faithful instructors in re- 
ligion, but also intelligent friends of their country in its 



great struggle for independence. In church and state 
they were most efficient founders and builders. The ex- 
tent and frequency of their social intercourse is worthy 
of note. They were a power in the land, and their power 
was also exerted in the line of the highest attainment of 
a Christian civilization. 

Dr. Cutler marched with the Ipswich Minute Men for 
Lexington and saw the retreat of the British in Boston. 
It is interesting to note the following entry, under date 
of March 21, 1775: 

“At sunset we got almost into Cambridge and met with 
our people just after they fired their last gun. The Brit- 
ish fought upon a retreat from Concord to Cambridge 
where they had boats to take them on board to Boston. It 
is not known how many were killed on either side.” 

Again, on May 8, we read: “By this time we obtained 
an exact account of the number of Provincials that were 
killed and wounded in the battle of the 19th : — 40 killed, 
20 wounded. The number of Regulars that went out was 
800 in the first brigade and 1200 in the second, who met 
the first at Lexington. It is pretty certain that near 300 
Regulars were taken, killed, or wounded, and many more 
were surfeited so that their loss upon the whole is said 
to be at least 500. It is not supposed that more than 300 
of our men were actually engaged in battle at a time, 
for the whole day, but yet the Regulars who had 2 field 
pieces, fled with surprising precipitation. They took only 
2 prisoners but what they killed or let go again.” 

Cutler became Chaplain of the 11th Mass. Regt. in 
1776, and was complimented for his gallantry by its com- 
mander with the present of a horse. He added to his 
parochial charges later in the war, — a common practice 
in Hew England, — the duties of a family physician while 
the local practitioner was serving as an army surgeon, and 
he treated at one time no less than two score smallpox 
patients. Frequent references in his diary at this period 
in his life mention the illness and sometimes death of his 
neighbors from this dread disease. 

In a letter dated June 13, 1785, directed to the Massa- 
chusetts Medical Society, he writes as follows: “I have 
received your letter enclosing an extract from the Records 
of the Mass. Medical Soc’y by which I am informed that 



the Soc’y has been pleased to elect me an Honorary Fel- 
low. I very sensibly feel the honor conferred upon me by 
so learned and respectable a society. The mark of atten- 
tion is most flattering, as the medical art is not my pro- 
fession. Should it be in my power to contribute in the 
smallest degree toward promoting so laudable an institu- 
tion it will give me the highest pleasure.” 

It is not possible to recount all his varied pursuits, but 
the bewildering number of lectures, ministers’ meetings, 
fasts and thanksgivings, visitings, weddings and funerals 
which he recorded in his diary, causes wonder that he had 
time to add the practice of medicine, and that any time 
was left for study. Yet he thus occupied his time and in 
addition to these, his garden and farm received his per- 
sonal supervision. 

He made himself the earliest authority upon the flora 
of Hew England, and called attention to the appearance 
of the magnolia in the Essex and Gloucester woods as early 
as 1793, deriving his first intimation of the presence of 
this southern exotic from Chief Justice Theophilus Par- 
sons, according to the Journal kept by Dr. Bentley. 

He was of the first party to ascend the White Mountains 
and to make, in 1784, an estimate of their height. A most 
interesting and detailed account of this trip is given in 
his diary. 

Two or three years later Dr. Cutler planned another 
trip to the mountains for further obseiwations, but it was 
not until twenty years from that date, 1804, that, with 
several friends, among who were Dr. Nathaniel Bowditch 
and Prof. W. D. Peck (professor of natural history in 
Harvard University), Dr. Cutler again visited the White 
Mountains. He had for many years been much inter- 
ested in botanical investigations, and on this excursion 
his attention was chiefly directed to this particular branch 
of study. 

The coincidence is worthy of note that two preachers 
possessed of such marked qualities of mind and character 
as Dr. Cutler and Dr. Bentley exhibited, should have 
been contemporaries and near neighbors as well, during 
the active portion of their lives. If Dr. Bentley were 
the more accomplished linguist and general scholar, Dr. 
Cutler was probably the better grounded of the two in 



natural science. If Dr. Cutler had a more signal career 
in being fortunate enough to push important measures of 
politics and administration to a successful issue, Dr. Bent- 
ley was the more outspoken of the two, in season and out 
of season, in the radical Jeffersonian Republicanism 
which, as a lad, he imbibed at the famous old North End 
Caucuses, inspired and conducted by Samuel Adams 
amongst his stalwart Boston adherents in the immediate 
neighborhood of Bentley’s birthplace, whilst the studious 
Latin School scholar was growing into a strenuous and 
patriotic orator. Dr. Cutler, on the other hand, worked 
out his career no less resolutely and effectively in silence. 
He became a member of the leading scientific societies of 
the country, to which he contributed papers on astronomy 
and on natural science. In 1791 Yale TTniversity con- 
ferred upon him the degree of LL.D. 

At about this time, January, 1793, a matter of partic- 
ular interest to Dr. Cutler’s parishioners claimed his at- 
tention and efforts. “The people of the Hamlet, thinking 
themselves deprived of essential rights and privileges to 
which they had a just claim and that they were subjected 
to burdens and inconveniences which they ought not to 
hear,” were very desirous to he separated from Ipswich 
and to he formed into a separate town. To accomplish 
this, they sought the aid of their pastor, to whom they 
were accustomed to turn in every emergency. Accord- 
ingly, a committee consisting of Dr. Cutler, Col. Dodge, 
Mr. Giddings and Mr. Lamson, were appointed to go to 
Boston and to apply to the General Court for an Act of 
Incorporation of the parish. The town of Ipswich was 
actively opposed to the movement, and was ably repre- 
sented in the Court. 

After a long period of lobbying, delays, and many con- 
ferences with the agents of the town, they came to an 
agreement which was executed by Stephen Choat, John 
Heard and Jonathan Cogswell on the part of Ipswich, 
and Dr. Cutler, Robert Dodge, Joshua Giddings and 
Jonathan Lamson on the part of the parish. On June 21, 
more than four months after the application was made, 
the engrossed bill for incorporating Ipswich Hamlet into 
a town by the name of Hamilton, passed the House of 
Representatives to be sent to the Senate (named after 



Alexander Hamilton, for whom Dr. Cutler had great 

Up to about the year 1787 Dr. Cutler had shared the 
labors of his time with his brethren; but now, at the age 
of 45, he enters upon one of those peculiar episodes of 
human life that would seem like detaching a well-regu- 
lated planet from its orbit and sending it off on an errand 
fraught with immensely greater results than any that 
could have been accomplished in its ordinary course. He 
did not ignore or abandon his chosen profession, or slacken 
his pursuit of the higher branches of knowledge. He 
rather brought to bear upon his new enterprise all the 
acquisitions, experiences, sound judgment and elevated 
aspirations of his life hitherto. He therefore entered 
upon the so-called Ohio venture with a zeal and enthu- 
siasm that called forth all his energies. Most fortunately 
for correct history, he preserved, in the form of corres- 
pondence and journals, the principal facts. It was the 
purpose of Dr. Cutler and his associates to purchase a 
large tract of western land upon which to organize the 
first permanent occupation of the Northwestern Territory. 
That his personal influence was direct and positive in 
bringing about these results appears in his diary, in which 
he assigns several reasons why he pursued a line of nego- 
tiation that in the end accomplished the results. 

The ordinance for the government of the Northwest 
Territory was the first subject to receive his attention; 
then came the land purchase, — though with him they were 
essentially one transaction. He expected to make his own 
home on that distant soil, and he had, before he under- 
took the negotiation with Congress, prevailed upon more 
than one hundred of his neighbors and personal friends to 
cast in their lot with him. 

Upon the close of the Kevolutionary War in 1783, the 
soldiers and officers found themselves confronted with grim 
penury and began to look about for some peaceful occu- 
pation. Even before the treaty of peace was signed, it 
was rumored that a movement was on foot to form a new 
state in the west. These associates of Cutler and his 
friends represented that army by whose sacrifice and blood 
the western country had been conquered from the British 
crown, and these were the men who were demanding of 



Congress their bounties, with the additional privilege of 
converting their “final settlement certificates” into these 
lands. These associates, like Cutler and Rufus Putnam, 
were New England men, firmly and intelligently attached 
to their own distinctive principles and social habits. It 
was therefore incumbent upon the originators of the colo- 
nization idea to secure both law and land that would cor- 
respond to their wishes. 

It must be borne in mind that the organization of a 
new state was a distinctive and leading feature in the 
scheme Cutler was laboring to promote. Its main pur- 
pose had been well considered bv those associates who had 
constituted him their agent. They left it to him to ma- 
ture more carefully the details and principles when he 
should have to deal directly with that Congress which 
exercised a rightful sovereignty over the whole subject. 

There had been a number of discussions in Congress 
regarding the disposition of the western lands, and vari- 
ous measures had been suggested, which were ultimately 
incorporated in the Ordinance of 1787, but no action 
was taken that indicated an agreement on the whole Ordi- 
nance until the spring of that year. No one took a 
greater interest in the settling of the western territory 
than General Washington. He watched every move of 
Congress, he counseled and advised. He urged a favor- 
able consideration of their petition. No man connected 
with the history of our country ever exerted a greater 
positive influence over his associates than he did over those 
who were his immediate and intimate companions during 
the great Revolutionary struggle. He had personal ene- 
mies and was the object of that jealousy that is one of 
the certain and most active attendants upon all military 
enterprises, but the fierce antagonisms in the case of 
Washington, while they failed to displace him from com- 
mand, rallied to his support a host of true and tried 
friends, whose sympathies and attachments were never 
diminished by accusation and never lost their warmth 
either during the struggle or after its close. 

The fortunes of war thus threw Washington into close 
companionship with the very men who, at the close of the 
great struggle, were prepared by their adventurous spirit 
and their stern necessities to seek for new homes, while 



they abandoned those which had been made desolate. 

It had been urged upon the States by Congress to relin- 
quish such claims as they might have to the western terri- 
tory, the motive being constantly pressed that their prop- 
erty should be used as a support to the “public credit’ 7 
and for “payment of the public debt.” It was at that 
time their only reliable resource. They could not levy 
or collect one dollar by taxation of any kind. The lands 
had no value unless it could he imparted to them by an 
actual sale. The effort to obtain money from sales in 
the seven ranges had not succeeded. 

Here, however, was a proposition to pay off the most 
sacred of national obligations : a debt representing the ser- 
vices and sacrifices of that army to whose valor the nation 
owed its life. Under these circumstances the motive was 
one of peculiar urgency, and its use by the agent of the 
Associates representing the Army was legitimate and un- 
doubtedly contributed to its success. 

The theory of making wild lands a basis of revenue 
and a support to the finances of the government was really 
a new departure in that direction. Congress, however, 
entered upon the policy of treating the vacant lands as 
property to be used for the common benefit and as a 
support for the public credit. 

In 1785 Rufus Putnam was elected Surveyor for Mas- 
sachusetts, hut as he was unable to serve, Gen. Benjamin 
Tupper was temporarily appointed to the position. In 
the summer of that year Tupper set out for the west, hut 
upon reaching Pittsburg learned that the Indians were 
on the warpath and proceeded no further. The Shawanese 
were the principal objectors to the advance of the whites. 
By the treaty of Fort Stanwix (now Rome, FT. Y.), Oct. 
22, 1784, the Iroquois had surrendered all claims to lands 
northwest of the Ohio, hut the western tribes disputed 
that the Iroquois had title there. By the treaty of Fort 
McIntosh, Jan. 21, 1785, a part of the Chippewas, Wyan- 
dots, Ottawas and Delawares ceded more than half of 
Ohio, and in the latter part of 1785 Gen. Samuel Holden 
Parsons joined George Rodgers Clark and Col. Richard 
Butler in an endeavor to bring the Shawanese to terms. 
Though the Indians were reluctant to surrender their old 
towns, the Commissioner pointed out to them that they 



held their territory only by the sufferance of the tribes 
which had already ceded, and that unless they relinquished 
their territory, war would be declared against them. In 
January, 1786, therefore, they signed a treaty at Fort 
Finney, at the mouth of the Great Miami, surrendering 
their territory, and with the consent of the Wyandots and 
Delawares, were given a tract of land running from the 
northern part of the Great Miami to the Wabash. 

Meanwhile, so favorably impressed was Tupper with 
his view of the west, that upon his return to Massachusetts 
he determined to organize a hand of emigrants in the Mew 
England states for colonization in the west. In January, 
1786, he and Putnam formed an association for that pur- 
pose, called the Ohio Company. 

A meeting of Massachusetts men was held in Boston 
in the March of that year at the Bunch of Grapes Tavern. 
The men present were Winthrop Sargent and John Mills 
of Suffolk County; Manasseh Cutler from Essex; John 
Brooks and Thomas Cushing from Middlesex; Benjamin 
Tupper from Hampshire ; Crocker Sampson from Plym- 
outh; Bufus Putnam from Worcester; John Patterson and 
Jelaliel Woodbridge from Berkshire, and Abraham Wil- 
liams from Barnstable. General Putnam was chairman 
of the meeting and Major Winthrop Sargent was secretary. 
It appears from the records of the Ohio Company, that : 

“From the very pleasing description of the western 
country given by Gens. Putnam and Tupper and others, 
it appearing excellent to form a settlement there, a mo- 
tion was made for choosing a committee to prepare a 
draft of a plan of an association into a company for said 
purpose, for the inspection and approbation of the con- 

“Resolved in the affirmative. Also resolved that the 
committee consist of five. Gen. Putnam, Manasseh Cut- 
ler, Col. Brooks, Major Sargent and Capt. Cushing were 

As a result of this committee’s report, a plan was de- 
vised for raising a fund of $1,000,000 in Continental cer- 
tificates, the funds to be applied to the purchase and settle- 
ment of the lands in the western territory. This fund 
was to be divided into 1,000 shares of $1,000 each, every 
lot of 20 shares was to constitute a division, which was 



to choose an agent, and the latter were to elect directors 
and a treasurer. 

Considering the prevailing financial condition, subscrip- 
tions came in rapidly, and on March 8 a meeting of agents 
was held at which Putnam, Parsons and Manesseh Cutler 
were made directors. These men were chosen to go before 
Congress for the purpose of obtaining the rights to pur- 
chase the lands. 

By the time Cutler reached New York, the memorial 
of the Ohio Company had been drawn up by Parsons and 
was presented to Congress. 

The memorial drawn up by Parsons asked that a “tract 
of country within the Western Territory of the IT. S. 
at some convenient place may be granted them at a rea- 
sonable price upon their paying a sum not to exceed 
$1,000,000 and not less than $500,000, and that such of 
the associators as by the Resolution of Congress as are 
entitled to receive their lands for their military services 
may have their lands assigned them within the aforesaid 
Grant.” While this memorial contained no objection to 
the ordinance then before Congress, it is reasonable to 
suppose that it exerted a great influence in stopping action 
upon it and resulted in the introduction of a new draft. 

The plan, as has already been stated, appealed to Con- 
gress, because, by this transaction, there was prospect of 
materially reducing the public debt. Congress, however, 
lacked a quorum at the time and none could be obtained 
between May 12 and July 4. Parsons therefore decided 
to return home, turning over the actual negotiation to his 
co-director, Manasseh Cutler. 

Cutler arrived at New York on July 5, and on the 
following day, a quorum now being present, made a new 
proposal for the purchase of these lands, the matter on 
the same day being referred to the old Committee on the 
Parsons Memorial. 

On the 9th the proposal was sent to a new committee, 
consisting of Dane and Smith of New York, Carrington 
and Richard II. Lee of Virginia, and Kean of South 
Carolina, and it was determined to push this to a conclu- 
sion before considering the matter of a sale. 

The Co mm ittee reported on the 11th, and having been 
made a special order of business, was read and amended 
on the 12th. On the 13th it was advanced to the third 
reading and passed, Abraham Yates, Jr., whom Roosevelt 



called a “nobody from New York,” registering tbe only 
vote against it. 

Cutler now experienced muck difficulty in obtaining 
the terms be desired, which were chiefly “3 shillings 6 
pence continental money or % of a dollar coin per acre 
for the tract, with sections 8, 11, 26 of each township 
to be reserved by Congress for future sale, section 16 to 
be donated for school land, section 29 to be donated for 
religious purposes and 2 entire townships to be donated 
for a university.” On July 19, Congress came to the 
conclusion that the lowest prices acceptable per acre for 
the land was a dollar in specie or Continental money on 
a specie basis, but a discount of 33% °/o was allowed for 
bad lands, expenses, etc. No allowance was made for 
the university or for religious purposes. Cutler refused 
these terms. He was discouraged at the delays and threat- 
ened to return home. His friends in New York tried to 
dissuade him, assuring him that he had made many friends 
in Congress, who would make every exertion possible in 
his favor. They said it was an object of such magnitude 
that he must not expect to accomplish it in less than two 
or three months. If he desired it, they offered to take 
the matter up on different ground and they did not doubt 
they should obtain terms agreeable to his wishes. 

At the instigation of Colonel Duer and upon the urgent 
request of Winthrop Sargent, Cutler secretly consented to 
take in another company and to buy lands as its own agent 
though apparently for his own company. Thenceforth 
Duer and Sargent took an active interest. 

On July 20, 1787, Dr. Cutler says in his journal that 
“Col. Duer came to me with proposals from a number of 
the principal characters in the city to extend the contract 
and take in another company, but that it should be kept 
a profound secret, and offered me generous conditions if 
I would accomplish the business for them. In this way 
we would obtain the grant of near 5,000,000 acres of land 
amounting to $3,500,000, 1,500,000 acres for the Ohio 
Co. and the remainder for a private speculation. With- 
out connecting this speculation, similar terms and advan- 
tages could not have been obtained for the Ohio Co. This 
specualtion was the Scioto Co., which Col. Duer pro- 

The injunction of “secrecy” was as to the increased 
amount of land being asked for a separate company. The 



“generous conditions” were, that if Dr. Cutler secure for 
the entire amount of lands asked for the support of the 
members of Congress who had declared in favor of the 
Ohio Company, Col. Duer and his friends would under- 
take with Cutler’s assistance to obtain enough additional 
votes to pass the ordinance for the purchase of the entire 
tract upon exactly the terms stated in the Ohio petition. 
If any deception was practised on Congress by failing to 
explain to them fully the plans of Col. Duer, it was more 
apparent than real. The articles of association of the 
Ohio Company, which were read on the floor of Congress 
and distributed among the members, provided for the 
purchase of so much land as $1,000,000 in securities would 
pay for, and no more. The ordinance specifically author- 
ized the Board of Treasury to contract with any person or 
persons, thus plainly contemplating the possibility of sep- 
arate contracts. 

Dr. Cutler, in an interview with Mr. Osgood of the 
Board of Treasury on July 25, communicated to him the 
plan “in all its parts.” Mr. Osgood highly approved it 
and said we might depend on accomplishing our purposes 
in Europe and that it was a most important part of our 

On the morning after Cutler’s refusal of the terms of 
Congress, several members of Congress called upon him 
and assured him that Congress, on finding that he was un- 
willing to accept their terms, had discovered a much more 
favorable disposition, and believed if he renewed his re- 
quest, he might obtain conditions as reasonable as he de- 
sired. Cutler says in his diary: “I was very indifferent 
and talked much of the advantage of a contract with some 
of the States. This, I found, had the desired effect. At 
last I told them that if Congress would accede to the 
terms I had proposed, I would extend the purchase to the 
10th township from the Ohio and to the Scioto inclusively, 
by which Congress would pay $4,000,000 of the national 
debt ; that our intention was an actual, a large and imme- 
diate settlement of the most robust and industrious people 
in America ; and that it would be made systematically, 
which must instantly enhance the value of federal lands 
and prove an important acquisition to Congress. On these 
terms I would renew the negotiations if Congress was dis- 
posed to take the matter up.” 

The negotiations were now rapidly pushed, all the 



friends of the sale contributing their share, and on the 
27th of July the bill passed, making the reservation for 
religious purposes and for the university, as Dr. Cutler 
had stipulated. The contract was formally signed Oct. 
27, 1787, by the Treasury Board and by Cutler and Sar- 
gent as agents for the Ohio Company. The company ob- 
tained the grant of nearly 5,000,000 acres of land, amount- 
ing to $3,500,000 as stated above. Rufus Putnam was 
made superintendent of the Company and the Company 
was given immediate possession. 

On leaving Yew York on his return home, Cutler said: 
“I leave this city with great reluctance. My business and 
introductory letters were the occasion of my forming an 
extensive acquaintance and with those of the first char- 
acter. I passed away my time, notwithstanding all my 
labor and fatigue, in a constant round of pleasure. Some 
of my acquaintances here I shall ever consider among the 
first with whom I have had the happiness to form a connec- 
tion, particularly Col. Duer, who took his leave in a most 
affectionate manner. Mr. Hazard is another gentleman 
with whom I should wish to spend the remaining part of 
my life.” 

In the spring of 1788 two parties of settlers (including 
surveyors, boat-builders, smiths, carpenters, farmers and 
laborers, 48 in all) left for the west, one by water and 
the other by land, and on April 7 a little town was estab- 
lished on the site of the present city of Marietta, which 
name was given it at the first meeting of the directors, in 
honor of Marie Antoinette. 

A reference to this departure of Ohio settlers for their 
new home, written by Temple Cutler, gives these particu- 
lars of the event: “The little band of pioneers assembled 
at the house of Dr. Cutler in Ipswich on Dec. 3, 1787, 
and there took an early breakfast. About the dawn of 
the day they paraded in front of the house, and after a 
short address by him, full of good advice and hearty 
wishes for their happiness and prosperity (the men being 
armed) three volleys were fired, and the party, one of 
whom was his son Jervis, aged 19, went forward, cheered 
heartily by the bystanders. Dr. Cutler accompanied them 
to Danvers, where he placed them under the command of 
Maj. Hafileld White and Capt. Ezra Putnam. He had 
prepared a large and well built wagon, as a protection 
from cold and storm, which preceded them with their bag- 



gage. This wagon was covered with black canvas and 
on the side was the inscription in white letters, ‘For the 
Ohio at the Muskingum,’ which Dr. Cutler painted with 
his own hand.” 

“Ho colony in America,” said Gen. Washington, “was 
ever settled under such favorable circumstances. Infor- 
mation, property and strength will be its characteristics.” 

On Oct. 5, 1787, Congress elected Arthur St. Clair 
Governor of the Territory, with the capital at Marietta, 
now in the State of Ohio. From this time the Territory 
began to grow and received large acquisitions of settlers 
from the Eastern States. 

In Dr. Cutler’s diary, under date of July 21, 1788, is 
this entry: “Set out from Ipswich on a journey to the 
Ohio and Muskingum. Mr. Ephraim Kendall of Ipswich 
was gone on to Salem, where he, with Mr. Peter Oliver, 
joined me on horseback. I set out myself in a sulky. 
Made some little stop in Salem. We dined at Hewhall’s, 
in company with Judge Cushing and the Attorney General 
Mr. Paine. We were detained several hours in Boston. 
Left the town at sunset, having received a prodigious 
number of letters for Muskingum. Lodged at Major Whit- 
ing’s in Roxbury. 34 miles.” 

Under date of Aug. 19th, he continues: “Rained very 
hard until we arrived at Muskingum. Passed the little 
Muskingum, 751 miles from Ipswich, a pretty large creek. 

“The first appearance was the Fort, which was very 
pretty. The state of the air injured our prospect very 
much. We landed at the point and were very politely 
received by the Honorable Judges, Gen. Putnam and our 
friends. Gen. Putnam invited me to his lodgings which 
is a marquee. Rained exceedingly hard in the evening 
and at night.” 

Dr. Cutler made the pilgrimage from his parsonage at 
Ipswich to the Marietta settlement that he might see witb 
his own eyes how great a work his sagacity and enter- 
prise and courage had accomplished. 

In 1800 he was elected to the U. S. Congress and served 
two terms as a representative. He died at Hamilton, 
July 28, 1823, having enjoyed in an eminent degree the 
confidence and honor of his fellow men. 

major r. K. meaoe, JR., C.S.A. 

Fought on both sides during the Civil War. 
Photograph taken as a West Point Cadet. 
From the F. B. C. Bradlee Collection. 


And the Effect of Land and Water Transportation 
On the Confederacy. 

By Francis B. C. Bradlee. 

( Continued from Volume LXI, page 48.) 

At the end of 1903 she was sold to Gibraltar owners, 
who shortened her name to “Magnus,” and when on a 
passage between Tangier and Gibraltar, in September, 
1908J she stranded near Tarifa, hut was refloated and 
continued in active service until 1913, when she was sold 
to break up in Holland. Few vessels have had such long 
and eventful careers. 

The State of North Carolina owned one-quarter interest 
in each of the following fine steamers: “A. D. Vance,” 
formerly the “Lord Clyde,” “Don,” and “Hansa.” In 
May, 1864, according to a statement of Governor Z. B. 
Vance of North Carolina,* his state had at Bermuda, or 
on the way there, eight or ten cargoes of supplies of the 
very first importance to the Confederate army. These con- 
sisted of some 40,000 blankets, 40,000 pairs of shoes, large 
quantities of army cloth and leather, 112,000 pairs of 
cotton cards, machinery and findings to refit twenty-six 
cotton mills and woolen factories, dyestuffs, lubricating 
oils, etc., in addition to large purchases of bacon. 

Governor Vance, a most capable and energetic execu- 
tive, although always at odds with President Davis, antici- 
pated the capture and closing of Wilmington long be- 
fore the event, and knowing that one steamer could not 
bring in all the cargoes before mentioned, he acquired for 
his state a part ownership in the three steamers for the 
purpose of hurrying in the supplies. The terms gave the 
State of North Carolina one-fourth of the outward cargo 
and the whole of the inward, nothing whatever being car- 

* Official Records of the Civil War, Series IV, Vol. Ill, pp. 
10 and 11. 

( 217 ) 


ried for speculation. The Confederate army was already 
in such dire need of food that on one trip the “Hansa,” 
not having coal enough to take her to Bermuda where 
most of her valuable supplies were waiting to be shipped, 
was sent in ballast through the blockade, so as to bring 
in a cargo of bacon from Nassau. 

One cause of the strained relations existing between the 
North Carolina authorities and the Confederate Govern- 
ment in Richmond was shown in the complaint of Gover- 
nor Vance that the entire importing operations of his 
state, which had been so successful and so beneficial to 
the Southern cause, had only met with downright oppo- 
sition rather than encouragement from the Confederate 

At the very beginning of the war, according to Governor 
Vance, the Confederacy’s Commissioner in England, Mr. 
James M. Mason, “had laid strong hands on my agent3,” 
and positively forbade them putting any of the North 
Carolina bonds on the market for five months after they 
landed in England. Then came vexatious and irritating 
quarantine delays at Wilmington, though the state’s for- 
eign depot had been, at great cost and inconvenience, 
made at Bermuda instead of Nassau to avoid this. Coal 
belonging to the North Carolina authorities had been 
seized at Wilmington and facilities for obtaining more 
from the mines had been denied. Much of this friction 
the governor attributed to want of discretion on the part 
of subordinate Confederate officers (how much this re- 
minds of conditions prevailing during the World War!) 
as well as the want of foresight displayed in the oppo- 
sition to every industrial interest of the country by army 

This unfortunate quarrel contributed to weaken the 
Confederate cause when unity was most needed. The ad- 
ministration in Richmond contended that North Caro- 
lina was the greatest manufacturing state in the South, 
having rather more than half of all the plants of this 
kind. Yet Governor Vance had no notion of permitting 
these factories to work for the Confederacy as a whole; 



he arranged, during his first administration, to supply the 
North Carolina troops with clothing on state account, 
charging for the service. A little later, when clothing was 
scarce, he kept 10,000 uniforms in store in Richmond 
nearly a year, refusing to sell them to the government for 
the needy soldiers from other parts of the Confederacy. 

With his numerous weaving mills he was able to dress 
his troops well; all the other states together had only 
twenty manufacturing textile plants, and their troops were 
necessarily poorly clad. Vance boasted in his many 
speeches that he could clothe the men who went into the 
army from North Carolina, and the people applauded 

While it may be true that North Carolina had seceded 
with reluctance in 1861 ; yet, having embarked in the 
enterprise, her people labored valiantly for the common 
cause, furnishing more than their quota of men, who 
fought like demons at Gettysburg! and elsewhere, until 
political discontent was fanned into flame by the ambi- 
tious stay-at-home politicians. In 1864 nearly all the 
supplies from Europe entered the Confederacy through 
Wilmington. Governor Vance claimed, as he had done in 
the matter of manufacturing, the precedence of state 
blockade runners over those of the general government, at 
times denouncing President Davis and his administration 
in unmeasured terms. He practically demanded that 
North Carolina’s interests should be first satisfied; then, 
if anything remained, the Confederacy might have it. 

After the loss of the battle of Gettysburg and the dis- 
aster at Vicksburg, the correspondence of many prominent 
Southerners shows that they had begun to despair of the 
ultimate success of their cause, which the most far-sighted 
felt that only a miracle could save. Probably this want 
of confidence was in a large measure responsible for much 
of the fault-finding and quarreling that went on between 

* Official Records of the Civil War, Series IV, Vol. Ill, p. 691. 

t The part played by the North Carolina troops at Gettysburg 
has never been given proper recognition by most historians. 
See a valuable pamphlet, “North Carolina at Gettysburg,” by 
Captain W. R. Bond, C. S. A., Scotland Neck, N. C., 1901. 


the various Confederate generals and officials. The South- 
ern republic’s precarious financial condition had, from the 
first, obliged its principal purchasing agent in Europe, 
Major Caleb Huse (a native, by the way, of Newburv- 
port, Massachusetts), to deal with firms whose standing 
was not quite what it should have been, particularly Isaac. 
Campbell and Co., of London.* 

In 1863, the administration in Richmond sent William 
G. Crenshaw, a member of a prominent Richmond mer- 
cantile hou,se, abroad on another mission to buy arms and 
supplies. The status existing between Messrs. Huse and 
Crenshaw had been left vague and ill defined, resulting 
in endless quarrels between the two, to the great detri- 
ment of the cause they were both devoted to. 

Crenshaw accused Huse of malfeasance in office, but an 
investigation only showed that the latter had erred in 
matters of judgment, f and indeed Crenshaw’s principal 
arraignment of Major Huse seems to have rested on the 
fact that he was a Northerner. It is but fair to the 
memory of Huse to say that his last years were spent 
in narrow circumstances at the head of a school at Cold 
Spring, N. Y., where candidates for West Point and 
Annapolis were fitted to pass the examinations. 

All the Confederate agents in Europe were greatly 
hampered by the practical failure (caused by the news of 
the Confederate disasters in 1863) of the famous $15,- 
000,000 cotton loan,:}: a large part of which was used to 
manipulate the stock market instead of purchasing sup- 
plies. In June, 1863, E. S. Hargan, a prominent lawyer 
and politician in Mobile, Alabama, wrote to Secretary of 
War Sedden at Richmond — with whom he was on close 
terms — “ . . . that I have always been in favor of keep- 
ing up some communication with the outside world, yet 
I see that running the blockade, unless restrained, will 

* Official Records of the Civil War, Series IV, Vol. II, pp. 

t Official Records of the Civil War, Series IV, Vol. II, p. 564. 

t The Confederate States of America, by J. C. Schwab, pp. 



ruin us for ever. The sending out of all our cotton, or 
a large part, . . . the most of which is laid out in 
brandies, wines and flimsy gewgaws that bring exorbitant 
prices, but little in articles that produce substantial good. 
But, besides this, it is corrupting our people ; it is turning 
all their hearts and souls to speculating. . 

A month later Mr. Dargan had given up all hope of 
the Confederacy’s success, as is shown by the following 
letter to his friend Seddon, which is well worth repro- 
ducing : 

“The disastrous movement of Lee into Pennsylvania, 
and the fall of Vicksburg, the later especially, will end 
in the ruin of the South without foreign aid in some shape. 
Mississippi is very nearly subdued and Alabama is nearly 
exhausted. By winter both states will be overrun. The 
policy of Grant burning and destroying all before him 
calculated to support life, will end in starvation, and at 
an early day. We are without doubt gone up ; no help can 
be had. I have ever believed that England and France 
would interfere to make separation complete, on condition 
that slavery be abolished ; not without. 

“If we are overrun, slavery will be abolished and we 
ourselves destroyed. How, I greatly prefer the former 
to the latter condition. So would the country. . . . All 
efforts ought to be made to ward off the disastrous fate 
that will follow their success over us, . . . for I assure 
you that the loss of the Mississippi River, separating us 
entirely from the West; their immense army, . . . while 
ours is not only diminished but poorly fed, will end in 
our overthrow. 

“The failure of the Government to re-enforce Vicksburg, 
but allowing the strength and flower of our army to go 
North, when there could be but one fate attending them, 
has so broken down the hopes of our people that even the 
little strength remaining can only be exerted in despair, 
and a slight change in the policy of Lincoln would end 
our revolution and hopes. If anything can be done on 

* Official Records of the Civil War, Series IV, Vol. II, p. 585. 


any terms in Europe, delay not the effort. If nothing 
can be, God alone knows what is left for us. I write 
you this from no other reason than to exhibit to you the 
true condition of things here. I would not have you speak 
of this to anyone except the President. You may show 
it to him if you think proper.”* 

In October, 1863, there was still £704,000 of the Er- 
langer (bonds) $15,000,000 loan to he disposed of. It 
was felt that if something was not done to raise the Con- 
federate Government credit, they would be likely to re- 
main on hand for some time. So, in order to improve 
the loan and to facilitate the negotiation of these £704,000, 
Erlanger and Co., Schroeder and Co., and H. O. Brewer 
had started a line of small blockade runners to run from 
Havana to Mobile, in order to bring out cotton under the- 
loan.f These were the steamers “Crescent,” “Denbigh,”" 
“Alabama” and “Fanny.” The last two were afterwards- 
captured, in September, 1863. At about the same date. 
Quartermaster General Lawton of the Confederate army 
reported that the loss of the blockade runners “Hebe” and 
“Venus” had largely crippled the hoped for supplies of 
shoes, blankets and overcoats for General Lee’s army. 

Among the various prominent blockade running skip- 
pers, Capt. Lionel Campbell Goldsmid (an Englishman; 
of Jewish descent) was considered unusually lucky. In 
1915 he was living comfortably in London, and gave art 
account of his experiences to the correspondent of the 
Springfield, Mass., Republican 4 

This veritable “ancient mariner” had followed the sea 
since he was a boy. He fought in the Crimea, and later 
with Garibaldi. During the Civil War he was one of the 
two famous commanders of sister ships built on the Clyde 
for the express purpose of running the American blockade, 
— the renowned “Venus,” of which he was captain, and the 1 
even more famous “Don,” which had as her skipper the 

* Official Records of the Civil War, Series IV, Vol. II, pp. 

t Official Records of the Civil War, Series IV, Vol. II, p. 980. 

J Springfield, Mass., Republican (Weekly edition), April, 1915. 



great Hobart Pasba, whose name, of course, is a house- 
hold word in connection with the blockading history of 
the years 1861-65. Hobart Pasha (he acquired his title 
from having been at one time Admiral of the Turkish 
Navy) was a son of the Earl of Buckinghamshire, and 
died as long ago as 1886. He was known as “Captain 
Roberts” in his blockade running days. Both Captain 
Goldsmid and Hobart Pasha made many trips between 
the Bermudas and Wilmington, carrying sorely needed 
manufactured articles to the people of the South, and 
returning packed with bales of cotton to such an extent 
that a mouse hardly could have stowed itself away on 
board, — and neither was ever captured. 

Late in 1863 Goldsmid was engaged as captain of the 
newly built “Venus,” one of the earliest twin-screw steam- 
ers ever constructed. She was built on the Clyde, of 400 
tons burden, 180 feet long, 22 feet beam, 250 nominal 
horse power, a fine craft in all respects. Most of Captain 
Goldsmid’s runs were made from Bermuda and Nassau, 
and occupied on an average, about three days and nights. 
The cargo carried was generally worth in the neighbor- 
hood of $250,000, and consisted of blankets, shoes, manu- 
factured goods of all sorts, and certain mysterious cases 
marked “hardware” (arms and ammunition), of which 
the Confederate military authorities took prompt posses- 
sion. The crew consisted of himself, as captain, three 
officers, three engineers, and 28 men, including firemen — 
that is, 10 seamen and 18 firemen. “They were all Eng- 
lishmen,” said Capt. Goldsmid, “and as they were picked 
men, received very high wages. In fact, the British men- 
of-war on the West India station found it hard to pre- 
vent their crews from deserting, so great was the temp- 
tation offered by the blockade runners.” 

The captains received for the round trip, in and out, 
$5,000 (half in advance — as did the rest of the crew), 
the chief officer $1,250, the second and third $750, the 
chief engineer $2,500, the crew and firemen in the neigh- 
borhood of $250, and the pilot $3,500. Pilots had to be 
paid especially well, for, if captured, the United States 


authorities dealt severely with them, especially if they 
were Wilmington or Charleston men. 

When a blockade runner arrived safely at either Wil- 
mington or Charleston, they were received with something 
like ecstacy, not to mention being visited by hungry and 
thirsty Southerners of all ranks and denominations, to 
whom whatever they liked to eat or drink was freely given. 
Huge profits were made in those days, even by private 
speculations on the part of the officers and men of the 
blockade runners, as was instanced by an amusing deal 
carried out by Hobart Pasha. 

“One day, not long before he first left England/’ said 
Captain Goldsmid, “Hobart Pasha met a Southern woman, 
who, when asked what was most needed by her compa- 
triots in the blockaded states, replied curtly, ‘Corsets, sir, 
I reckon.’ Hobart Pasha accordingly invested in a thou- 
sand pairs of ‘stays,’ paying one shilling and a penny, 
or about a quarter of a dollar, a pair for them, as well 
as 500 boxes of Cockle’s pills and a big invoice of tooth- 
brushes, too! At Wilmington, he sold these corsets for 
12 shillings, or roughly, $3 a pair, thus making a profit 
of 1100 per cent. The Cockle’s pills, famous to this day 
in England, proved literally a drug on the market in 
the South, no one ever having heard of their virtues; so 
Hobart Pasha took them to Nassau, where an enterprising 
druggist gave him two chests of lucifer matches in ex- 
change for them, which matches he ultimately sold in the 
Confederacy at a tidy profit. The toothbrushes were 
sent to Richmond, where they sold at about seven times 
their cost.” 

Cotton, however, was of course the paying article in 
this trade, the price in the Southern states averaging, 
according to Captain Goldsmid, from four to six cents a 
pound, Avhile the price in Liverpool was in the neighbor- 
hood of half-a-crown, or about 60 cents, a pound. The 
“Venus” carried about 1,140 bales on every voyage, the 
hold being, in the first place, stowed by expert stevedores, 
the cotton bales packed so closely that a rat could hardly 
find room to hide among them. Then the hatches were 

U. S. MONITOR "CASCO” (1863) 

Used for Blockade Service on Mississippi River. 
From a photograph in the F. C. B. Bradlee Collection. 



put on, and a tier of bales put fore and aft, in every 
available spot on deck, leaving openings for the approaches 
to the cabins, engine-room, and the men’s forecastle ; then 
another somewhat thinner tier on top of that, after which 
a few bales for the captain and officers, and the cargo was 
complete. “Loaded in this way,” observed Captain Gold- 
smid, “the vessel, with only her foremast up, looked more 
like a huge bale of cotton with a stick placed upright at 
one end of it than anything else.” 

For close on ten months he ran the “Venus” to and 
fro between Nassau and Bermuda and Wilmington, 
always managing to evade capture. Once he left Bermuda 
in company with four other blockade runners and was 
the only fortunate vessel of the lot. Of the other four, 
three were run on shore and destroyed by their crews, and 
one was run down at sea and captured. When he arrived 
at Southampton, on his way home to England, however, 
the first thing Captain Goldsmid saw in the Times was a 
paragraph headed, “Capture of the ‘Venus.’ ” She fell 
a prey, it seems, to a new fast cruiser, which had come out 
on her trial trip. 

Later the captain again left England, this time in 
command of a new and exceptionally fast paddle-wheel 
steamer, especially built at Glasgow to outrun the swiftest 
United States cruisers, and made several successful round 
trips in her, but eventually, after a terrific experience 
with yellow fever, which killed off some of his crew in 
half an hour, he gave up the game of blockade running 
forever, a game, in fact, that was fast running to its 

Of the large number of blockade runners that were 
lost, many were intentionally run ashore by their crews 
to avoid capture by the United States men-of-war. The 
beach for miles north and south of Bald Head, North 
Carolina, is marked still by the melancholy wrecks of 
swift and graceful steamers, which had been employed 
in this perilous enterprise. Some of the one hundred ves- 
sels engaged in this traffic between Wilmington and the 
West Indies with the regularity of mail boats, and some 


even of the slowest speed — the “Pet” for instance — 
eluding the vigilance of the Federal fleet, passed unscathed 
twenty, thirty and forty times, making millions for the 
fortunate owners. One little beauty, the “Siren,” a fast 
boat, numbered nearly fifty voyages. The success of these, 
ships depended, of course, in great measure upon the 
skill and coolness of their commanders and pilots. It is 
noteworthy that those in charge of officers of the Confed- 
erate Navy were, it is believed with one exception, never- 
taken ; but many were captured, sunk, and otherwise lost,, 
through no fault of the brave fellows in charge of them. 

The “Beauregard” and the “Venus” lie stranded on 
Carolina Beach : the “Modern Greece” near New Inlet 
the “Antonica” on Frying Pan shoals; the “Ella” on Bald 
Head; the “Spunky” and the “Georgiana McCall” on 
Caswell Beach; the “Hebe” and the “Dee” between 
Wrightsville and Masonboro. Two others lie near Lock- 
wood’s Folly Bar; and others, whose names are forgotten,, 
are half buried in the sands, where they may remain for 
centuries to come. After a heavy storm on the coast, the 
summer residents at Carolina Beach and Masonboro 
Sound, N. C., have occasionally picked up along the shore- 
some interesting relics of blockade times, which the heav- 
ing ocean has broken from the buried cargoes of the 
“Beauregard,” “Venus,” “Hebe,” and “Dee.” Tallow- 
candles, Nassau bacon, soldiers’ shoes, and other wreck- 
age comprise in part this flotsam yielded up by Neptune 
after nearly fifty years’ soaking in the sea. At the time- 
of her loss, the “Venus” was commanded by a prominent 
officer of the Royal British Navy on leave of absence,. 
Captain (afterwards Admiral) Murray- Aynsley, known 
by blockade runners as Captain Murray.* 

Blockade running to Galveston, the Rio Grande River,, 
and other Texan ports had been, as before mentioned, 
carried on principally by small schooners, and the trade,, 
as compared to that existing with Charleston and Wil- 
mington, amounted to very little, due to the difficulty of 

* Chronicles of the Cape Fear River, by James Sprunt, LL.D.,. 
p. 461. 



communications and transportation between Texas and the 
rest of the Confederacy. The great number of shoals and 
bars to be found on the Gulf coast also required vessels of 
very light draft and rendered navigation extra hazardous. 

However, as the Atlantic ports of the Confederacy were 
either captured or closely invested, trade now changed 
to the Gulf States, with Havana as a base, and a great 
many steamers which had formerly run from Hassau, now 
turned their attention to Galveston, which was practically 
the only port left for blockade running enterprises. The- 
steamers consumed a large amount of coal, and as this 
article was not to be had in Texas, they had to take in 
sufficient fuel at Havana for the round trip, and as the 
latter was very dear, it added greatly to the expense of 
the voyage and also impaired their speed. 

One of the most successful and profitable steamers that 
sailed out of Havana as a blockade runner, was a some- 
what old and by no means fast boat named the “Denbigh.”' 
This vessel ran for a considerable time between Havana 
and Mobile; but when the forts at the entrance of the 
latter port were captured by the United States forces, she 
ran to Galveston, to and from which port she made such 
regular trips that she was called “the packet.” She was 
small in size and not high above the water, and painted 
in such a way as not to be readily seen at a distance. 
The “Denbigh” was light on coal, made but little smoke,, 
and depended more upon strategy than speed. It was gen- 
erally admitted that she carried larger cargoes of cotton 
and was a more profitable vessel than any of the larger 
and swifter “cracks.” Some idea of the difficult naviga- 
tion she encountered at the entrance of Galveston harbor 
may be formed by the following account of William 
Watson,* who was pilot of the blockade runner (steamer) 
“Phoenix,” in 1865 : 

“We kept on going slow” (they had safely run through 
the United States fleet) “and the water, as I expected* 
shoaled down to seven feet, and the vessel stuck and the 

* “The Adventures of a Blockade Runner,” pp. 300-01. 


engines were stopped. I was not altogether satisfied at 
the position we were in, as I had never known the water 
to be so low in this channel before. ... I felt slightly 
uneasy, and ordered the small boat to be lowered. . . . 
I took two hands with me and took soundings. . . . This 
showed we were all right, and as the tide was rising we 
should soon get in. . . . Just then I heard the captain 
cry out, ‘Stop there! where are you going?’ and he ran 
to stop some of the men who were making their way to 
the boat, which had been left alongside. This was some 
of the firemen and coal trimmers trying to slip into the 
boat and desert the vessel. Their reason for so doing 
they could not well explain. They said they did not want 
to be captured, made prisoners, shipwrecked, worked to 
death, starved, and otherwise ill-treated and abused, all 
of which they had been on board the ‘Phoenix,’ and they 
refused to return to their duty. 

“On my asking the engineer what they meant, he said 
that some of the firemen and trimmers had been picked 
up about the grog shops at Havana, and a more worthless 
and despicable set he had never seen. They were recent 
imports into Havana, of that class of loafers and sea law- 
yers which infest sea ports. . . . They had feigned to be 
sick, done little work, and caused much trouble and extra 
work to others on the passage over, and they now wanted 
to get ashore to get drink. 

“I laughed, and said it was evident that they knew 
nothing of the place they had come to, or they would 
not seek to desert their ship. They would find little drink 
ashore at this place, and more kicks than sympathy. I 
told the captain, in their hearing, that I thought the best 
thing he could do was to let them go ; when they got 
ashore the provost guard would take charge of and con- 
script them into the Confederate army, which was an 
excellent place for straightening up into good behaviour 
such fellows as they. . . . 

“The rising tide had now caused the steamer to float, 
the engines were set in motion, . . . and we soon reached 
the (Confederate) guard boat. ...” 



In the same year, 1865, the blockade runner “Banshee” 
II, of which Mr. Thomas Taylor (previously mentioned) 
was agent, had an even more exciting experience while 
entering Galveston harbor. She had been driven out of 
her course by a violent “norther,” and so when daylight 
broke, was inside the blockading fleet opposite Galveston 
and obliged to make a dash for the bar. To make matters 
worse, a large launch filled with United States sailors 
and marines was discovered close under the “Banshee’s” 
port bow. Luckily, the boat’s crew seemed only too thank- 
ful at their narrow escape to open fire, but they soon 
regained their senses and threw up rocket after rocket to 
warn the blockaders. 

It was a moment for immediate decision: the alterna- 
tives were to swing the “Banshee” round and stand a 
chase seaward by the fastest United States men-of-war, 
with a chance of capture, and in any case a return to 
Havana, as there was not sufficient coal for another at- 
tempt, or to make a dash for it and take the fire of the 
squadron. In an instant Captain Steele decided to run 
for it, and gave the order, “Full speed ahead.” The 
difficulty now was that the “Banshee” could not make 
for the main channel without going through the entire 
fleet. This would have been certain destruction ; so the 
steamer was headed for a “swash” channel along the 
beach; shoal water and heavy breakers had to be passed, 
hut there was now no other choice open. 

The fleet opened upon the unfortunate “Banshee,” and 
she took the fire of each ship as she passed. Luckily for 
her, the blockaders were in rough water on the windward 
side of the shoal, which spoiled their aim. To this the 
“runner” owed her escape, for, although her smoke stacks 
were riddled with shell splinters, she received no other 
damage, and had but one man wounded. After two or 
three fearful bumps on the bar, when those on board 
thought all was over with them, she just managed to get 
into the deep channel and head for Galveston Bay, leaving 
the disappointed fleet astern. 

Mr. Taylor found Galveston “a most forsaken place, 


its streets covered with sand” ; the approaching end of the 
long struggle showed in its rotting wharves and the de- 
plorable condition of the defences. It was found very 
difficult to procure a suitable outward cargo for the “Ban- 
shee.” The inward one sold well, but Mr. Taylor found 
the trouble was to obtain cotton : there was extremely little 
of it left near the coast, and to get it from the interior of 
Texas was a long, tedious and expensive process. After 
endless negotiations, a full-pressed cotton cargo was ob- 
tained, but only by paying a high price and waiting a 
long time for it. The end of the war coming soon after, 
put a stop to all further blockade running. 

One of the most daring deeds in the whole Civil War 
was the running of the blockade at the mouth of the Red 
River, by the Confederate ram “Webb,” and her perilous 
attempt to pass through the United States fleet below 
Hew Orleans and so gain the open sea.* 

The “W. H. Webb” (named for the famous Hew York 
shipbuilder) was constructed in Hew York several years 
prior to the war, for the Hew York Underwriters. She 
was of fine model, 200 feet long, and was employed for 
wrecking purposes and for assisting vessels in distress. 
Her machinery consisted of two independent walking-beam 
-engines, driving thirty-five foot paddle-wheels, and she 
was considered the most powerful vessel of her size then 
extant. After being thus employed for a few years, the 
“Webb” was sold to Peter Marcy of Hew Orleans, who 
used her as a low-bar towboat. 

When Hew Orleans was captured by Admiral Parragut, 
the “Webb” was sent up the Red River by her owner for 
safe keeping. Soon after reaching Red River she was 
taken over by the Confederate authorities and was con- 
verted into a ram. The steamer was accordingly strength- 
ened and fitted up as such, with an armament of one 
12-inch swivel rifle in her bow, two nine-inch guns, one 
on each side, and two 12-pounders aft. Thus equipped, 
the “Webb” was ready for work as a Confederate ram. 

* Composed in part from the narrative of Mr. William Biggio, 
pilot of the “Webb.” 



Her first exploit was to sink the United States gunboat 
“Indianola,” which had run the gauntlet at Vicksburg, 
and was the first man-of-war to blockade the mouth of 
the Red River. While there, the “Webb” ran into the 
“Indianola” one night and sent her to the bottom. Shortly 
after this, the “Webb” had another fight at Atchafalaya. 

Her exploits attracted the attention of the Confederate 
Navy Department, and the idea was conceived of bring- 
ing her to the Gulf of Mexico, where she could work on 
a more effective scale. To navigate the “Webb” out was 
a desperate undertaking, as the Mississippi River was full 
•of United States gunboats, Forts St. Philip and Jackson 
were to be passed, to say nothing of the blockade at the 
mouth of the Red River. Commander Charles Read of 
the Confederate Navy, already famous for his raid in the 
harbor of Portland, Maine, in 1863 (of which more will 
be said further on), was selected as the proper man to 
bring the “Webb” into the Gulf. He was accordingly 
sent from Richmond with sealed orders, and arrived in 
Shreveport, Louisiana, in March, 1865. 

Commander Read immediately began the task of get- 
ting his vessel ready for her dangerous undertaking. A 
rough bulwark was built round her forecastle, to protect 
her as much as possible from the sea, and several hundred 
bales of cotton were piled up around the machinery, to 
protect it from the enemy’s guns while running the block- 
ade. For fuel, pine knots were substituted for coal. A 
month’s rations and water were placed on board, and the 
“Webb” received a good whitewashing to prevent her from 
being seen at night. Her officers were : Lieutenant W. H. 

Wall, executive officer; Samuel P. Blanc, master; 

Scott, midshipman; W. J. Addison, surgeon; William 
Biggio, pilot; and others. Engineers were secured, and 
the craft was manned by volunteers from General E. Kirby 
Smith’s trans-Mississippi army. 

While lying at Shreveport an incident occurred which 
would have made many an old sailor shake in his boots. 
No matter how safe and sound a vessel may be, there is 
an old superstition that rats will invariably desert her 


if disaster is ahead. And it seems that every one of 
them deserted at daylight of the morning the “Webb” 
was to start on her perilous journey. It is said that infor- 
mation of the intended expedition reached Admiral S. P. 
Lee commanding the United States naval forces on the 
Mississippi, and he dispatched a fleet of ironclads and 
gunboats to the mouth of the Red River to prevent the 
ram’s escape. Among them was the monitor “Manhattan” 
and the ironclads “Lafayette” and “Choctaw.” 

Everything being prepared, the “Webb” left Shreve- 
port, Louisiana, on the Red River, twenty-five miles below 
Alexandria, on Monday, April 16th, 1865. She stopped 
at Cote’s Landing and after taking on board 250 cords 
of wood, tied up there. At this point a spar torpedo, fas- 
tened to a thirty-five foot pole, was attached to the bow 
of the ram. It was hoped with this torpedo to blow up 
the “Manhattan” or one of the other large men-of-war 
lying at the mouth of Red River. After getting the tor- 
pedo satisfactorily arranged, the “Webb,” on April 23rd, 
moved slowly down the river, Commander Read’s inten- 
tion being to reach its mouth just after dark. This was 
accomplished, and so far all plans had worked well. 

In front of the “Webb,” only a few hundred yards dis- 
tant, lay the six vessels of the United States fleet. It 
was a little after 8 o’clock in the evening when they were 
first descried. All lights on the Confederate craft were 
concealed and she ran very slowly, in order not to make 
much noise. Pilot Biggio, in his narrative, said: 

“We approached close enough to distinguish every ves- 
sel, and were within five hundred yards of them before 
they discovered us. I was at the wheel, and we had slowed 
up the ‘Webb’ as much as possible, preparatory to making 
the final run through the gauntlet. The steam in the 
boilers was very high, and the engineer called to the 
captain that he could not stand it much longer without 
imminent risk of an explosion. 

“At this moment a rocket went up from the Federal 
fleet, and we knew we had been discovered. Captain Read 
then yelled, ‘Let her go!’ and I rang the fast bell. The 


From a photograph belonging to Winfield M. Thompson, Esq. 



engineer threw the throttle wide open, and the ‘Webb’ 
fairly leaped and trembled. ‘Keep her for the biggest 
opening between them,’ shouted the captain, and I did 
as commanded. By this time every whistle in the Federal 
fleet was screaming, drums were beating, rockets were go- 
ing up, and it seemed as if the very devil was to pay. 

“I kept the ‘Webb’ straight on her course, however, 
headed for the largest opening, and before a gun was 
fired we had passed the blockade, had turned the bend and 
were making down the Mississippi River. We had run 
the gauntlet and were now ‘between the devil and the 
deep blue sea.’ 

“After we had gone down the river some distance, the 
‘Manhattan’ fired a few shots, but did no harm. Passing 
out of Red River, and through the very jaws of death, it 
was only to encounter new and greater danger before the 
Gulf could be reached. 

“After passing Hogg Point, I looked back and saw two 
Federal gunboats following the ‘Webb,’ but she was kept 
on her course and soon left her pursuers in the distance. 
All the way from Red River to New Orleans United States 
men-of-war were supposed to be anchored in the river 
every five miles. As the ‘Webb’ approached one of these 
boats she was signaled. The signal was answered by 
Quartermaster James Kelley, who remained on deck un- 
covering lights. When the ‘Webb’ was nearly on the gun- 
boat, Kelley would run up any kind of a light, and the 
ram would be past the Federal gunboat before the fraud 
could be detected. About fifteen miles below Red River, 
Commander Read had a boat lowered and sent a squad 
ashore to cut the telegraph wires, but unfortunately not 
before a dispatch had been sent from Donaldsonville to 
New Orleans, saying that the ‘Webb’ had passed the Fed- 
eral fleet, giving the United States authorities in the latter 
city three hours’ notice in advance of her approach. The 
operation of cutting the wires was performed several 
times, and thus passed the first night after running the 
blockade at the mouth of Red River.” 

At daylight the Confederate steamer was close to a gun- 


boat lying at anchor at Donaldsonville. She ran up her 
signals and at the same time ran out her guns. Commander 
Eead thought he was in for a desperate battle, but for- 
tunately it proved to be nothing more than a drill, and 
the guns were run back again. 

The signals of the Federal men-of-war were duly an- 
swered by the “Webb,” flags being used in the daytime 
in the same manner that lights were at night. The Con- 
federates could have destroyed millions of dollars worth of 
property on their wild trip, but their sole object was to 
run the blockade. Determining to pass New Orleans as 
soon as possible, Commander Eead urged his vessel on as 
fast as she could be made to go. About 1 P. M. the 
“Webb” reached New Orleans, and found the Union fleet 
lying at St. Mary’s Market. 

“We were all feeling good,” said Pilot Biggio in his 
narrative, “thinking that everything was all right, and 
that we were not expected. We reckoned wrong, however, 
for just as we got abreast the ‘Lackawanna,’ a twenty-four 
gun ship, her captain received news of our coming. Be- 
fore he could get all his men to quarters, however, we 
were right on him; in fact, so close that a stone could 
have been thrown from one boat to the other. In less 
time than it takes to tell it, the ‘Lackawanna’ fired a shot 
that went clear through the ‘Webb’ abreast the forehatch, 
four feet from the water’s edge, and landed in Algiers,” — 
a suburb of New Orleans. 

“After the first shot, Captain Eead ordered Kelley to 
haul down the false colors and rim up the Confederate 
flag, as he expected to see the ‘Webb’ sunk right there, and 
he wanted to go down with her own colors flying. After 
giving this order, Commander Eead walked to the side of 
his ship nearest the firing, and remained there until we 
passed. Pilot James West, an old Eed Eiver pilot, who 
was helping me at the wheel, lay down on the deck, and 
I was left to steer alone. 

“The ‘Lackawanna’s’ first shot was followed by others. 
Her second one was aimed at the pilot house, but struck 
a bale of cotton and glanced up, passing over the pilot 



house and doing no damage. The third shot went through 
the chimney guys of the ‘Webb’ and did little harm. By 
this time we were turning the bend of the river just below 
New Orleans, and the firing from the ‘Lackawanna’ ceased, 
her captain discovering that her shots were going straight 
into Algiers and doing great damage there. Anchored 
near the lower part of Algiers, and about the middle of 
the river, was a large vessel supposed to be the United 
States steam frigate ‘Hartford.’ We tried to blow her 
up with our torpedo, but by some mistake the torpedo 
couldn’t be fired in time ; and the mistake, as it happened, 
was a fortunate one, for the vessel proved to be, not the 
‘Hartford,’ but a transport called the ‘Fear Not,’ loaded 
with fixed ammunition. Had we run into her with the 
torpedo, as we intended, the chances are that no one on 
either vessel would have lived to tell the tale. 

“When we got alongside of the ‘Fear Not,’ an odd inci- 
dent occurred. A Union officer was standing on her deck 
with a lady at his side. Price, another pilot on the ‘Webb,’ 
picked up a rifle and was in the act of shooting the officer 
when Commander Bead ordered him to desist. Price 
reluctantly obeyed, remarking as he laid down the gun, 
that it was the first time he was ever ordered not to shoot 
a Yankee. 

“Seeing that the ‘Fear Not’ would not molest us, our 
next thought was to get away ; so down the river we went. 
Looking back, we saw the U. S. S. ‘Hollyhock’ coming 
after us. The ‘Hollyhock’ had also been a low-bar tow- 
boat, fast and powerful, but not so large as the ‘Webb.’ 
We kept ahead of her with little trouble. She chased 
us 32 miles down the river from New Orleans, when all 
of a sudden we ran right onto the sloop-of-war ‘Bichmond,’ 
a twenty-four gun ship, lying in the middle of the river. 
As we neared her we saw that she had both broadsides out. 

“The ‘Webb’ was slowed up, and Commander Bead 
called all the officers in front of the pilot house and ad- 
dressed them: “It’s no use; it’s a failure. The ‘Bich- 
mond’ will drown us all, and if she does not, the forts 
below will, as they have a range of three miles each way 


up and down the river, and they know by this time that we 
are coming. Had we passed Hew Orleans without being 
discovered, I would have cut the wires below the city 
and we could have reached the Gulf with little trouble. 
As it is, I think the only thing for us to do is to set the 
“Webb” on fire and blow her up!’ 

“When the captain finished talking, not a word was 
spoken by any one, but every man bowed his head in re- 
spectful obedience. Captain Read then ordered Pilot 
West and myself, who were at the wheel, to head the ram 
for the shore, and ordered the gunner to set fires in vari- 
ous parts of the vessel. Hardly had the Captain finished 
his orders when we made for the east bank of the river. 
We struck bottom fifty yards from the shore, running 
the ‘Webb’s’ nose out in four feet less water than she drew. 
Life lines were then thrown over the bow of the boat to 
get overboard by, and everybody began to get ashore like 
rats leaving a ship. As soon as we got on land, we struck 
out across a sugar plantation until we reached the back 
of it, where we hid from the enemy’s view and yet could 
see the ‘Webb.’ 

“In the meantime the ‘Hollyhock’ steamed up to the 
‘Webb’ and tried to put out the fires with their deck hose. 
She also rescued a man named Preston and a boy named 
Hyner, who had remained on the ram and had made no 
effort to escape. The ‘Hollyhock’ also took from the 
‘Webb’ her flags and small arms and then backed away. 
It was now about three o’clock in the afternoon, and 
from our position at the back of the farm we watched 
the boat bum. At length her magazine was reached, and 
with an explosion that shook everything far and near, 
the Confederate ram ‘Webb’ came to her tragic end. 

“After she had blown up we divided into three parties, 
each party striking out for itself in the endeavor to get 
back into the Confederate lines. The party I was with 
numbered twenty-two, and our first move was to get 
through the swamp to Pearl River, but failed. One of 
the parties, numbering about thirty, surrendered to the 
‘Hollyhock’ that same evening. My division tramped 

A Famous Captain of Blockade Runners. 



about in the swamp until dark, when we went to a plant- 
er’s house to get something to eat. This he gave us in 
a hurry, in order to get rid of us as quickly as possible, 
for fear that the enemy would find us there and arrest 
him for harboring Confederates. That night we slept in 
his hay loft, contrary to his orders, and the next morning 
we went to another planter’s for breakfast. It was served 
in short order, and we were again requested to move on. 
We soon found ourselves on a public road, where we were 
captured by a company of cavalry. 

“We were then kept under guard for three days, while 
a detachment was searching for the rest of the ‘Webb’s’ 
crew. Then we were marched to Hew Orleans and all 
over it, like a circus parade. As we passed windows 
ladies waved handkerchiefs and showered flowers upon us, 
while repulsive and frenzied negroes danced around us 
in the street and amused themselves by spitting on us 
and kicking us. 

“After being exhibited all over the city like so many 
wild animals, we were marched to the old Picayune Cotton 
Press and kept in confinement for two weeks and then 
exchanged. We heard nothing of Commander Read and 
his party until about the time of our release, when we 
learned that a Federal gunboat picked them up and 
brought them to Hew Orleans as prisoners. Shortly after 
our release the surrender came (May, 1865) and this 
ended my occupation in the Confederate Havy.” 

Commander Read’s earlier career in the Civil War was 
so dashing, not to say unique, that a short account of this 
remarkable man seems to be necessary. 

Charles W- Read was a native of Mississippi and grad- 
uated at the Haval Academy in 1860, at the foot of his 
class of twenty-five men, — for dreaming and scheming and 
reading stories about Paul Jones and Helson had pleased 
him better than the routine of study. He was a classmate 
and friend of Admirals Winfield Scott Schley and John 
C. Watson, both of them distinguished names in the 
United States Havy. It has been said that Read’s nick- 
name at the Academy was “Savez,” from the fact that his 


entire knowledge of the French language was limited to 
that one word, which translated means “know.” 

An ardent Southern sympathizer, Read never hesitated 
a moment in resigning his commission as soon as the first 
gun was fired in the great contest, and enlisted in the 
naval arm of the Confederate service. He fought gal- 
lantly in the battle of Hew Orleans (April, 1862) and on 
October 23rd of the same year was appointed a second 
lieutenant in the Confederate Navy and assigned to the 
steam sloop “Florida,” Commander John Hewland Maflitt, 
then fitting out at Mobile, Alabama, for a commerce de- 
stroying cruise. A few weeks before, the “Florida,” 
whose crew was much depleted by yellow fever, had had a 
most exciting experience in running through the blockad- 
ing fleet into Mobile. The United States naval authori- 
ties had hoped by dint of great care and watchfulness 
to keep her cooped up there, but on the night of January 
16th, 1863, thanks to a favoring storm of wind and rain 
and the sagacity of Commander Maffitt, she again escaped 
the cordon of blockaders and began her second cruise 
against the shipping of the North, — a cruise destined to 
be second only in its far-reaching effects to that of the 

On May 6th, 1863, the “Florida” captured the brigan- 
tine “Clarence,” bound to Baltimore from Rio Janeiro 
with a cargo of coffee. At Lieutenant Read’s own sug- 
gestion the “Clarence” was converted into an auxiliary 
cruiser, a crew of 22 men (including an engineer and 
two firemen) commanded by himself, being placed on 
board. Her battery consisted solely of a brass 6-pound 

Shortly after this, Read captured the barque “Tacony,” 
a much faster and abler vessel than the “Clarence,” so 
the latter was committed to the flames and her crew and 
“artillery” transferred to the “Tacony.” A raid on the 
fishing fleet on George’s Bank followed (June 24th) and 
caused the destruction of six schooners. One alone was 
spared to enable the crews to reach the shore. Learning 
that the United States cruisers were after him, and fear- 



ing recognition, as the “Tacony” had become quite well 
known, Lieutenant Read, after capturing the fishing 
schooner “Archer” of Southport, Maine, transferred every- 
thing to her and burned the “Tacony.” The “Archer” 
was then headed for Portland, for the purpose of cutting 
out the revenue cutter (schooner) “Caleb Cushing” and 
destroying two unfinished United States gunboats in 
course of construction. 

About two o’clock on the morning of June 27th, 1863, 
a detachment from the “Archer” in a small boat ap- 
proached the “Cushing” with muffled oars, and hoarded 
her, gagging and ironing Lieutenant Davenport, her com- 
mander, and his crew. The cutter was then towed out of 
the harbor by an unfrequented channel, avoiding the forts. 
Read and his party were about 15 miles from the city 
at ten o’clock in the morning, when the wind died down 
and left him becalmed. On hearing of the audacious at- 
tempt all Portland was up in arms, and energetic meas- 
ures were taken by Mayor McLellan and Collector of Cus- 
toms Jewett. The Boston steamer “Forest City,” Capt. 
John Liscomb, was hastily pressed into service and manned 
by volunteers and two companies of regular infantry from 
Fort Preble. Two brass field pieces protected by cotton 
bales, were also placed on board. 

As there was no wind, the “Forest City” and the “Chesa- 
peake” (another merchant steamer filled with armed vol- 
unteers) rapidly overtook the “Cushing.” The latter vessel 
mounted a heavy pivot gun, and Lieutenant Read intended 
to defend himself, but to his dismay found that although 
there was plenty of powder, there was but one shell on 
board. This was hastily loaded into the gun, which was 
fired at the pursuers, but the shot went wide of the mark. 
Read at once gave orders to free the prisoners, abandon 
the “Cushing” and set her on fire. The “Forest City” 
soon picked up friend and foe alike, and this ended the 
bloodless battle. Meanwhile, the “Cushing” blew up and 
sank stern first in 33 fathoms of water. The captured 
Confederates were taken to Fort Warren in Boston harbor, 
and exchanged about a year later. For many years after 


the war and until his death, Read was a pilot of the 
Southwest Pass, one of the mouths of the Mississippi 

Another daring Confederate maritime exploit, although 
not strictly related to blockade running, deserves mention, 
more especially as none of the histories of the Civil War, 
with one exception, take any notice of it. In the early 
days of June, 1863, the United States steam transport 
“Maple Leaf” left New Orleans with seventy-five or 
eighty Confederate prisoners of war (all officers) on hoard. 
The steamer touched at Norfolk, Virginia, and twenty-six 
additional prisoners — also officers — were taken on board, 
and the “Maple Leaf” then proceeded to sea, hound for 
Port Delaware. 

While coming up the coast a plot was laid and worked 
out to the finest detail to overthrow the guard (who were 
negro soldiers) and crew, capture the transport and make 
a bolt for freedom. The leaders in the scheme were Major 
Oliver J. Semmes* of the Confederate artillery, a son 
of Admiral Raphael Semmes, commander of the “Ala- 
bama” ; Colonel A. K. Witt, of the 10th Arkansas infan- 
try, and Lieutenant E. W. Fuller, a Southern river steam- 
boat man, but who held a commission in the Confederate 
Navy and had commanded the gunboat “Cotton” on the 
Teche river in Louisiana. 

The plan was for a detail of three men to be at or near 
each sentinel on duty, talking and joking with him. An- 
other party under a leader were told to be near when the 
relief guard had stacked their muskets, and still another 
to he in readiness to assemble quickly to overawe the crew. 
The officers taken on at Port Norfolk, not sick or incapaci- 
tated by wounds, were requested to join in the plot, to 
which they readily assented. 

* Major O. J. Semmes had been a cadet at West Point and but 
for the war would have graduated in the Class of 1861. At the 
close of hostilities he practiced law with his father in Mobile 
and for many years was Judge of the City Court there. 

(To be continued) 


By Martha Williamson Forsyth Duren. 

( Continued from Volume LXI, Page 128) 

Description of Ship Borneo. 

2 Decks — 3 Masts — Square Stern — No Galleries — Billet 


Length, 108 ft. 2 in. 

Breadth, 24 ft. 7 in. 

Depth, 12 ft. 31/2 in. 

The Borneo was altered to a barque before 1841 and 
made several trips. It was abandoned in the North At- 
lantic, Jan. 1, 1854. 


Bark, 267 Tons. 

Built, Boston, 1847. Registered, Salem, Eeb. 7, 1852. 
Owners, 1852. 

Andrew Ward M. W. Shepard 

Israel Ward John B. Silsbee 

James B. Curwen John Bertram 

R. H. Graves, Master. 

Registered, Salem, Oct. 11, 1855. 
Owners, 1855. 

M. W. Shepard John Bertram 

J. B. Curwen Andrew Ward 

John B. Silsbee Henry F. Shepard 

Henry Rickers, Master. 

Registered, Salem, Oct. 29, 1856. 
Owners, 1856. 

John Bertram M. W. Shepard 

Jas. B. Curwen John B. Silsbee 

Henry F. Shepard Andrew Ward 

John Lambert, Master. 

*Wreeked on the coast of Zanzibar July 2, 1858. 





One Deck — Three Masts — Square Stern — Billet Head. 

Length, 101 ft. 6 in. 
Breadth, 25 ft. 2 in. 
Depth, 11 ft. 8 in. 


Barque, 289 Tons. 

Built . Reg. at Salem, July 15, 1815. 

Owners, 1815. 

Zach. F. Silsbee Thomas Saunders James Devereux 


2 Decks — 3 Masts — Square Stern — Ho Galleries — Ho 


Length, 93 feet. 

Breadth, 26 ft. 9 in. 

Depth, 13 ft. 4.^2 in. 

On this voyage (1815) the “Camel” arrived at Salem, 
July 12, 1816, 120 days from Sumatra, with 4,856 peculs 
pepper and gums, to William Silsbee, J. Devereux and 
Joseph Mogredge. Duties, $6,136.72. 

Captured in War of 1812. 

“Arrived at Hew York, Oct. 12, 1818, Barque ‘Camel’ 
of Salem, 155 days from Prince of Wales Island (Su- 
matra), with Pepper to Messrs. Silsbee & Devereux of 
Salem. She experienced a severe gale Sept. 27, 20 miles 
S.E. of Bermuda, losing her main mast and fore top mast 
and every yard and spar. Shifted part of her Cargo, 
which gave the vessel a list and kept the water in the 
larboard bilge, which could not be pumped as pepper 
choked the pumps, therefore Capt. Breed made the first 
Port, discharging most of her cargo in Hew York.” (From 
George G. Putnam’s “Salem Yessels and Their Voyages.”) 

William Silsbee 
Dudley L. Pickman 

Charles Saunders 
Robert Stone, Jr. 

Holten J. Breed, Master. 



Said Bin Sultan. 

Bark, 302 Tons. 

Built Newbury, 1850. 
Registered. Salem, June 16, 1852. 
Owners, 1852. 

John B. Silsbee M. W. Shepard 

Andrew Ward John Bertram 

James B. Curwen Israel Ward 

Joseph Mosely, Master. 

Registered, Salem, May 2, 1856. 

Owners, 1856. 

John Bertram Michael W. Shepard 

J. B. Curwen John B. Silsbee 

H. F. Shepard A. Ward 

Andrew Ward, Master. 


One Deck — Three Masts — Square Stern — No Galleries — 
Billet Head. 

Length, 114 ft. 2 in. 

Breadth, 24 feet. 

Depth, 12 feet. 

Registered also Nov. 5, 1850, and Jan. 7, 1867, with 
different owners. 


Ship, 338 Tons. 

Built, Salem, 1818. Reg. Oct. 17, 1826. 

Owners, 1826. 

Dudley L. Pickman Nath. Silsbee William Silsbee 
Zach. F. Silsbee Nath. Silsbee, Jr. 

Geo. P. Saunders Robert Stone 

Jeremiah Porter, Master. 




2 Decks — 3 Masts — Square Stern — Ho Galleries — a 

Length, 104 ft. 4 in. 

Breadth, 27 feet. 

Depth, 13 ft. 6 in. 

On arrival of Ship “Delphos” at Salem, Oct. 15, 1831, 
from Sumatra, it had a cargo of Pepper consigned to 
Dudley L. Pickman and Bobert Stone; duties, $797.92. 
Half-hull Model at the Peabody Museum. 

Sold in Boston, 1833. 

Storm King. 

Bark, 371 tons. 

Built, Cumberland, Maine, 1855. 
Kegistered Jan. 17, 1856. 

Owners, 1856 

J ohn B. Silshee Michael W. Shepard 

James B. Curwen John Bertram 

Henry F. Shepard 
Joseph Moseley, Master. 

Registered also March 10, 1857, with different owners. 


One Deck — Throe Masts — Round Stem — Ho Galleries — 
A Figure Head. 


Brig, 212 tons. 

Built at Portsmouth, H. H., 1814. 

Reg. Salem, Apr. 29, 1816. 

Owners, 1816. 

Hath. Silsbee Zach. F. Silsbee James Devereux 
Dudley L. Pickman Robert Stone, Jr. 

Harvey Choate, Master. 




2 Decks — 2 Masts — Sq. Stern — No Galleries — Billet Head 
Length, 84 ft. 

Breadth, 24 ft. 1 in. 

Depth, 12 ft. 0 l /2 in. 

“Arrived at Salem, July 6, 1820, brig ‘Essex,’ Wm. 
Brown, Master, from Sumatra with Coffee, consigned to 
Master, and Pepper to Messrs. Silsbee. Duty, $103.09.” 
— From Putnam’s “Salem Vessels and Their Voyages.” 
Sold to Gloucester owners, Feb. 1822. 

Emily Wilder. 

Bark, 283 Tons. 

Built, Weymouth, 1839. 

Registered Salem, Aug. 18, 1852. 

Owners, 1852. 

John Bertram Michael W. Shepard 

J. B. Curwen Andrew Ward 

Israel Ward John B. Silsbee 

J. H. Hobart, Master. 

Registered Salem, Aug. 16, 1855. 

Owners, 1855. 

John Bertram Michael W. Shepard 

J. B. Curwen Andrew Ward 

H. F. Shepard John B. Silsbee 

John Lambert, Master. 

Registered also Oct. 3, 1845, with different owners. 


One Deck — Three Masts — No Galleries — Square Stern 
A Figurehead. 

Length, 106 ft. 2 in. 

Breadth, 24 ft. 5J4 in. 

Depth, 12 ft. 0^2 in. 

Sold to Gloucester owners Oct. 1858. 




Ship, 234 Tons. 

Built at Salem, 1803. Beg. Salem, Dec. 16, 1818. 
Owners, 1818. 

Dudley L. Pickman William Silsbee 

Kobert Stone Zacb. F. Silsbee 

Holten S. Breed, Master. 


2 Decks — 3 Masts — Square Stern — No Galleries — No 


Length, 88 ft. 8 in. 

Breadth, 24 ft. 6 in. 

Depth, 12 ft. 3 in. 

Beg. also on Mar. 19, 1804, April 28, 1808, Apr. 14, 
1809, Dec. 30, 1809, Apr. 14, 1815. Sometimes with 
different owners. On Dec. 30, 1809, Benj. Lovett was 

Begistered Feb. 19, 1811. 

Owners, 1811. 

John Forrester, merchant Dudley L. Pickman 

Bobert Stone, Jr. N. Silsbee 

Noah Emery, Jr., Master. 

The “Endeavor” was built by Christopher Turner at 
Frye’s Mills, Salem . — Essex Ins. Hist. Collections, Vol. 6. 

Ar. at Salem, June 11, 1822, Ship “Endeavor,” Moses 
Endicott, Master, from Calcutta and Sumatra with Indigo 
and Pepper to Pickman & Silsbee; duty, $31,812.06. — 
Putnam’s “Salem Vessels and Their Voyages 

In 1852, while on her way to Manila, the “Endeavor” 
was robbed of $4,500 by a privateer thought to be a Colum- 
bian. Sold to New Bedford owners for a Whaler. 



Elizabeth Hall. 

Bark, 320 tons. 

Built, Dighton, 1841. 
Registered Salem, March 12, 1852. 
Owners, 1852. 

John B. Silsbee M. W. Shepard 

Andrew Ward John Bertram 

James B. Curwen Israel Ward 

George Bertram, Master. 

Registered also March 26, 1851, April 18, 1857. 


Two Decks — Three Masts — Square Stern — A Figurehead. 
Length, 109 ft. 

Breadth, 25 ft. 6 in. 

Depth, 15 ft. 6 in. 

Sold to Boston owners, 1858. 


Ship, 366 Tons. 

Built, Portland, 1815. Reg. Salem, Aug. 22, 1827. 
Owners, 1827. 

Dudley L. Pickman Zach. F. Silsbee Hath. Silsbee 
William Silsbee Robert Stone 

John H. Davis, Master. 

Reg. also Jan. 6, 1816, and Jan. 11, 1819, with different 



2 Decks — 3 Masts — Square Stern — Ho Galleries — Billet 


Length, 105 feet. 

Breadth, 28 ft. 1 in. 

Depth, 14 ft V^in. 



Feb. 7, 1831, tbe Friendship was attacked by Malays 
at Quallab Battoo on tbe Coast of Sumatra. Sbe was 
captured and five men killed. Several days later, with 
tbe help of other vessels, the ship was retaken. (See 
Essex Ins. Hist. Coll., I, p. 15, also letter in Salem Ob- 
server of July 20, 1831, and Historical Sketch of Salem, 
p. 155.) 

“To avenge this outrage the IT. S. sent Frigate Potomac 
to attack Quallah Battoo, which was done Feb., 1832.” 
(See Reynolds’ Journal of Voyage Around the World, also 
Putnam’s “Salem Vessels and Their Voyages.”) 

The Friendship was sold to a Fairhaven owner in Sept.. 


Bark, 301 Tons. 

Built, Cumberland, Me., 1862. 
Registered, Salem, Sept. 27, 1853. 

Owners, 1853. 

John B. Silsbee Michael W. Shepard 

Andrew Ward John Bertram 

J. B. Curwen Israel Ward 

Andrew A. Ward, Master. 

Also registered May 10, 1853, with different owners. 


One Deck — Three Masts — Round Stern — Billet Head. 
Length, 110 feet. 

Breadth, 26 ft. 3 in. 

Depth, 11 ft. 7 in. 

Wrecked on the coast of Madagascar, August 6, 1855. 




Ship, 274 Tons. 

Built Salem, 1807, by Retire Becket. Reg. at Salem, 
March 25, 1809. 

Owners, 1809. 

James Devereux, merchant. Zach. F. Silsbee, mariner. 
Zach. F. Silsbee, Master. 

Reg. Feb. 1, 1810. 

Owners, 1810. 

James Devereux, Zach F. Silsbee, Robert Stone, Jr. 
Dudley L. Pickman. 

Benj. Daniels, Master. 

Reg. Jan. 2, 1811. The Owners, 1811, same as above 
with addition of Nathaniel Silsbee. 

Zacb. F. Silsbee, Master. 

• Reg. Feb. 15, 1812, and the owners were same as above. 
E. Graves, Master. 

Reg. Oct. 20, 1815. Owners, 1ST. Silsbee, Zach F. Silsbee, 
Win. R. Gray, Boston. 

Eleazer Graves, Master. 


2 Decks — 3 Masts — Square Stern — No Galleries — No 


Length, 94 feet. 

Breadth, 25 ft. 9 in. 

Depth, 12 ft. 10M> in. 

In March, 1809, the Ship Herald, 274 tons, Zach. F. 
Silsbee, Master, with 15 men, sailed from Sumatra. 




Ship, 325 Tons. 

Built at Falmouth, 1797. Beg. at Salem, June 8, 1804. 
Owners, 1804. 

Hath. Silsbee, Samuel Parkman of Boston, 
Ebenezer Preble of Boston. 

Zach. F. Silsbee, Master. 

Beg. Boston, March 17, 1806. Owners, 1806, viz: 
Samuel Parkman, Ebenezer Preble, Gardner Green, 
Thomas L. Wintlirop, Isaac P. Davis, Benj. Bussey, 
Bufus G. Amory, all of Boston, Hath. Silsbee of Salem, 
and Matthew Cobb of Portland. 

Zacbariab F. Silsbee, Master. 


2 Decks — 3 Masts— Square Stern — Ho Galleries — Man 


Length, 101 feet. 

Breadth, 27 feet. 

Depth, 13 ft. 6 in. 

For an interesting account of a battle between five 
American merchantmen, of which this Ship Herald was 
one, and the French privateer “La Gloire,” see Memoir 
of Hath. Silsbee, Essex Inst. Hist. Collections, Vol. xxxv, 
p. 23, and Maclay’s History of Privateers, p. 220-222. 
Maclay also gives a reproduction of an original sketch of 
the sea fight, made by Capt. Brantz, one of the partici- 

On June 9, 1804, the Ship Herald, 325 tons, 17 men, 
Z. F. Silsbee, master, sailed for Copenhagen. 



Caroline Augusta. 

Ship, 406 Tons. 

Built, Portsmouth, 1ST. H., 1826. 

Registered Salem, Dec. 19, 1849. 

Owners, 1849. 

Thos. P. Pingree John B. Silsbee David Pingree 
Joseph R. Francks, Master. 

Also registered ISTov. 20, 1841, and Aug. 15, 1846, with 
different owners. 


Two Decks — Three Masts — Square Stern— No Galleries 
Woman Figurehead. 

Sold in California. 

Henry Ewbank. 

Barque, 330 Tons (was also a Ship). 

Built at Charleston, S. C., 1832. Temporary Reg. Boston. 
Owners, 1832. 

' Robert Stone Nath. Silsbee Dudley L. Pickman 
Zach. F. Silsbee 
Thomas Leach, Master. 

Reg. Boston, July 22, 1833. Owners, 1833, mostly of 


Reg. Boston, Jan. 13, 1839. 

Owners, 1839. 

Zach. F. Silsbee N. Silsbee Dudley L. Pickman 
Robt. Stone N. F. Silsbee 

Benj. Thissell, Master. 

Reg. also at Boston, Jan. 6, 1841, with John B. Silsbee 
of Salem as Sole Owner. (Temporary enrollment, no 
master given.) 




2 Decks — 3 Masts — Square Stern — jSTo Galleries — Scroll 


Length, 105 feet. 

Breadth, 26 ft. 6 in. 

Depth, 13 ft. 3 in. 

Used in the Sumatra trade and sold about 1845. 


Bark, 298 Tons. 

Built, Salem, 1850. Registered, Salem, Hov. 5, 1855. 
Owners, 1855. 

J. B. Curwen Michael W. Shepard 

John Bertram A. Ward 

Henry F. Shepard J. B. Silsbee 

H. B. Putnam, Master. 

Registered also May 30, 1850, Jan. 6, 1854, Jan. 22, 
1858, with different owners. 


Two Decks — Three Masts — USTo Galleries — Square Stern 
Billet Head. 

Length, 110 ft. 5 in. 

Breadth, 24 ft. 4 in. 

Depth, 12 ft. 2 in. 

Lost at sea, 1858. 


Built, Salem, 1818. 

Was a Brig, 268 Tons (altered to a Bark June 21, 1834). 

Reg. Salem, Aug. 24, 1818. Owners, 1818: Hath. 
Silsbee, Zach. F. Silsbee, William Silsbee, D. L. Pickman, 
R. Stone. Moses Endicott, Master. 



Reg. June 21, 1834. Owners, 1834: 1ST. Silsbee, Robt. 
Stone, Zach. F. Silsbee, Dudley L. Pickman, N. Silsbee, 
Jr. William Giddings, Master. 

Reg. May 10, 1837. Owners, 1837 : Stephen C. Phil- 
lips, Zach. F. Silsbee, James W. Cheever, Edwin Barnard. 
Edwin Barnard of Nantucket, Master. 

Reg. March 21, 1842. Owners, 1842: James W. Chee- 
ver, Stephen C. Phillips, Zach. F. Silsbee. E. F. Lake- 
man, Master. 


2 Decks — 3 Masts — Square Stern — No Galleries — Billet 


Length, 96 feet. 

Breadth, 25 ft. 1 in. 

Depth, 12 ft. 6% in. 

“John B. Silsbee was master of the Barque Malay (al- 
tered from a brig), which on Nov. 17, 1836, arrived at 
' Salem (Sumatra, July 4, and St. Helena, Sept. 21) with 
Pepper. It was before reported as having lost cables and 
an anchor in a severe gale on the Coast of Sumatra, 
July 7.” — Putnam’s “Salem Vessels and Their Voyages.” 
Original watercolor of the brig at Peabody Museum. 
It was used as a Whaler, 1837-42. Cast away in the 
Mozambique Channel, July 27, 1842. 


Ship, 440 Tons. 

Built, Salem, 1840. Registered, Salem, Jan. 15, 1841. 
Owners, 1841. 

John B. Silsbee John H. Silsbee Benj. H. Silsbee 
Benj. W. Stone William D. Pickman 
Samuel Very, Jr., Master. 



Registered, Boston, Feb. 2, 1843, with different owners. 


Two Decks — Three Masts — No Galleries — Square Stern 
Billet Head. 

Lost on the west coast of Sumatra, May 14, 1855. 
W. G. Nutting was master at the time. 

“She sailed from Salem, Jan. 18, 1841, under command 
of Capt. Samuel Very, Jr., for Mobile, thence to Liver- 
pool and the East Indies, and returned to Boston on her 
first voyage.” — Putnam’s “Salem Vessels and Their Voy- 

(Oil painting, a watercolor, and a half-hull model at 
the Peabody Museum, and a watercolor at the Essex 

Mary Ann 
Ship, 240 Tons. 

Built at Columbia, 1794. Reg. at Salem, Apr. 3, 1815. 
Owners, 1815. 

Joseph Ropes Nath. Silsbee 

Zach. F. Silsbee Robert Stone, Jr. 

Timothy Wellman, Jr. William Silsbee 

Timothy Wellman, Jr., Master. 

Reg. also April 13, 1S05 ; May 12, 1809; Aug. 16, 
1810; May 6, 1811; April 3, 1815. 

The Owners, 1811, were: Nath. Silsbee, Joseph Ropes, 
Robert Stone, Robert Stone, Jr., James Devereux, John 
Forrester, merchants, and Timothy Wellman, Jr., mariner. 
Timothy Wellman, Jr., was also Master. 




2 Decks — 3 Masts — Square Stern — Quarter Galleries — 
Figure Head. 

Length, 85 feet. 

Breadth, 25 ft. 7 in. 

Depth, 12 ft. 9M> in. 

“Ship entered Salem Port March 2, 1816, and pro- 
ceeded to Boston without landing any cargo at Salem.” — 
Putnam’s “ Salem Vessels and Their Voyages.” 

Mary Frances. 

Ship, 326 Tons. 

Built at Boston, 1840, as certified by Luke Hall and 
Joseph H. Bates, master carpenters. Beg. at Boston, 1840. 
Owners, 1840. 

William A. Rea, Boston, 3/8. 

John B. Silsbee, Boston, 2/8. 

Joseph P. Wheeler, Boston, 2/8. 

Archelaus Rea, Medford, 1/8. 

Thomas M. Johnson, Master. 


2 Decks— 3 Masts — Square Stern — Ho Galleries — Billet 


Length, 110 ft. 9 in. 

Breadth, 25 ft. 6 in. 

Depth, 12 ft. 9 in. 

From Boston Ship Registers, 1840, Ho. 171. 


Ship, 295 Tons. 

Built at Charlestown, Mass., 1838. Reg. at Boston, 1839. 
Owners, 1839. 

William A. Rea, Boston, 1/3. 

Lewis W. Tappan, Boston, 1/6. 

William IT. Allen, Salem, 1/3. 

John B. Silsbee, Salem, 1/6. 

William IL. Allen, Master. 




2 Decks — 3 Masts — Square Stern — No Galleries — Billet 


Length, 115 ft. 9 in. 

Breadth, 23 ft. 6 in. 

Depth, 11 ft. 9 in. 

From Boston Ship Registers, 1839, No. 118. 


Brig, 222 Tons. 

Built, Plymouth, 1815. Reg. Salem, Jan. 21, 1818. 
Owners, 1818. 

Timothy Bryant Zach. F. Silsbee 

Robert Stone Dudley L. Pickman 

Timothy Bryant, Master. 

Reg. at Boston, Dec. 13, 1817, and at that time was 
owned by Timothy Bryant, Timothy Bryant, Jr., Zach. 
F. Silsbee, Dudley L. Pickman, Robert Stone, all of 
Salem. Master was Timothy Bryant, Jr. 

Reg. also April 14, 1823, with different owners. 


2 Decks — 2 Masts — Square Stern — No Galleries — Billet 


Length, 82 ft. 7 in. 

Breadth, 20 feet. 

Depth, 12 ft. 6 in. 


Brig, 254 Tons. 

Built at Salem, 1822. Reg. at Salem, Aug. 20, 1822. 
Owners, 1822. 

Wm. Silsbee N. Silsbee Zach. F. Silsbee 

Dudley L. Pickman Robert Stone 

Moses Endicott, Master. 




2 Decks— 2 Masts— Square Stern — No Galleries — Billet 


Length, 96 ft. 1 in. 

Breadth, 24 ft. 4 in. 

Depth, 12 ft. 2 in. 

Picture of Brig and half-hull model at the Peabody 

Cast away at Brace’s Cove on Cape Ann, March 5, 
1829. Vessel, cargo and all hands lost. She had on board 
1000 bales rags and a quantity of sumac. Insured for 

The Persia was launched from Magoun’s ship yard, 
Aug. 10, 1822, and then described as an “elegant coppered 
brig owned by the Messrs. Silsbee.” 

Pickering Dodge. 

Ship, 363 Tons. 

Built at Charlestown, Mass., 1839, and certified by 
Magoun and Turner, master carpenters. Beg. at Boston, 
March 27, 1839. 

Owners, 1839. 

William A. Bea, Lewis W. Tappan, of Boston. 

■J ohn B. Silsbee of Salem. 

William A. Holbrook, Master. 


2 Decks — 3 Masts — Square Stern — No Galleries — Billet 


Length, 123 ft. 4 in. 

Breadth, 26 feet. 

Depth, 13 feet. 

From Boston Ship Begisters, 1839, No. 80. 




Brig, 133 Tons. 

Built at Scarborough, Maine, 1834. 

Registered at Boston, Oct. 19, 1839. 

Owners, 1839. 

John B. Silsbee, William A. Rea, Lewis W. Tappan, of 
Boston, William A. Davis of Salem. 

William A. Davis, Master. 


1 Deck — 2 Masts — Square Stern — Ho Galleries — A 
Figure Head. 

Length, 77 ft. 7% in. 

Breadth, 21 ft. 2% in. 

Depth, 9 ft. 2 Vz in. 

From Boston Ship Registers, 1839, Ho. 257. 

Stephen Phillips. 

Ship, 334 Tons. 

Built at Medford, Mass., 1839, as certified by Jotham 
Stetson, master carpenter. Reg. Apr. 20, 1839, at Boston. 
Owmers, 1839. 

William A. Rea of Boston, John B. Silsbee of Boston, 
Chas. J. F. Binney of Boston, Jotham Stetson of Medford. 
Hathaniel Thomas, Master. 

Boston Ship Registers, 1839, Ho. 105. 

Reg. again at Boston, Dec. 24, 1839, with owners, viz: 
William A. Ray, 2/6; John B. Silsbee, 1/6; Chas. J. F. 
Binney 1/6; Jotham Stetson, 1/6; Archelaus Rea, 1/6. 


2 Decks — 3 Masts — Round Stern — Ho Galleries — Billet 


Length, 115 ft. 5 in. 

Breadth, 25 ft. 2 in. 

Depth, 12 ft. 7 in. 

Sold later to W. A. & A. Rea. 


From the Original in the Possession of 
John Robinson. 

( Continued from Volume LXI, Page 112) 

1829, Deem. 9. Accompanied Rev. C. W. Upham to 
Lynn, attended in council to ordain David March Barlow 
as pastor over 2nd Church — Mr. Upham gave right hand. 
Dr. Lowel preachd— Heh. 5-2. 

1830, Nov. 9. Accompanied Rev. Mr. Upham to the 
house of Ruben Reed, witnessed the christening of their 
child Edward — 3 years old 15 July last. The wife very 
sick, consumption. 

1831, June 19th. Amos D. Wheeler elected Deacon 
instead of Deacon Walsh resign’d and removed to Danvers. 

Sept. 18th. Accompanied Mr. Upham with Deacon 
Wheeler to the house of Gen. Ilovey and witness’d the 
christening of Lucy Collins an adult — also Sarah Ellen — 
child of Agnes D. F. Prebble — of Govern. Maine. 

Octo. 2nd. Accompanied Mr. Upham with Dea. 
Wheeler to the house of Airs. Lemon — witness’d the chris- 
tening of Jane Davis Plum, grandchild of Airs. Lemon. 

Nov. G. Rev. Air. Uphams 5th child christend by Dr. 
Prince at meeting — Henry Wendell. Accompanied Rev. 
Mr. Upham to the house of Deacon Amos D. Wheeler, 
witnessd the christening of his son— Charles Henry. 

1831, Deem. 24. At 9 oclock A. M. attended Rev. Air. 
Upham to the house of James Goodhue, Airs. A. Goodhue 
present — witnessed the christening of their daughter 2 
years old last Sept, by the name of Sarah Ervin. 

1835, March 21st. Accompanied Rev’d Dr. Prince to 
the house of Revd. Charles AVentworth Upham to witness 

( 259 ) 



the christening of their three youngest children — who 
were nam’d — Mary Wilder (about 2 years old) — Ann 
Holmes — (about 1 year old) — George Murray — born 4th 
Jany. 1835. 

1835, March 20. Elder D. A. White and myself, the 
only officers of the Church, decided it was inexpedient to 
continue the custom of sending what wine was left at 
communion days to the ministers — but to keep it for the 
sacred use. 

1836, June 7th at IV 2 oclock — Hied The venerable 
Signr Pastor Rev. John Prince in the 85 year of his age 
and 57 of his ministry — all the Bells tol’d V 2 an hour at 
2 o’clock. Sunday 17th Apl. he perform’d half the ser- 
vises and Sunday May 1st half the Communion servise. 

1838, Feby 22nd. Upon review of my Records and 
Diary — I find the following Facts— In April 1807 Join’d 
the First Church — In Hov. 1812 was elected a Deacon- — 
from that time have been absent from communion ser- 
vises — seven times — viz. : 1819 Feby. 7th Lung Fever — 
being the first time since a Deacon and 2nd since a mem- 
ber — and in 1822 Augt. 4 — my Father being very sick, 

went to Boxford to get him a and years 

Sept. 1st my Father lay dead. 

1828 July 6 — sick, violent attack cholera. 

1830 Augt. 1st — Bitten by a dog in my foot — confind 
to bed. 

1836 June 5th — Sick Bowel complaint — taking physick 
- — Thus it appears for 31 years I have been absent from 
Communions only seven times. 

1838, June 10th. Accompanied Rev. Mr. Upham to 
the house of Ephraim Emerton to witness the christening 
of their three youngest children, who were nam’d James 
Arthur- — born Augt. 28, 1834 — George Robinson — Feby. 
9th, 1835 — and Edward Putnam — Sept. 15, 1837. The 
youngest about 9 mos. 

Deem. 9th. Attended Mr. ITpharn to the house of the 
widow of the late Wm. Stearns — who offer’d for baptism 



two of her grand-daughters, children of Richard Stearns 
who had separated from his wife and both absent. Their 
names were Lucy Theodora Sprague, aged 14 — Sarah 
White Sprague, 10. 

18-39, Sept. 27. Attended at Rev. C. W. Upham’s 
house to witness Rev. Mr. Sewell baptise his two children 
— William Phineas — about 5 years old, and Sarah Wen- 
dell — an infant. 

1840, Deem. 14th. Jury gave a verdict — that the 
Eastern Rail Road had injurd Deacon’s Marsh — 262$ 
damages and $48.46 Interest — A. Huntington, Atty. 50$ 
his fees — the balance 212$ loan’d the 1st Society note 
dated Jany 1st 1841. 

1842, May 2nd. Attended Rev’d Mr. Upham to the 
house of Mrs. Nathaniel Saltonstall to witness the chris- 
tening of her three children — (Catharine Pickman had 
been christen’d in infancy). The other three were nam’d 
—Elizabeth Saunders aged 16 — Henry, 14 — William 
Gurdon aged 10 years. 

1842, July 24th. Accompanied Rev’d Mr. Upham to 
the house of Augustus J. Archer, to witness the christen- 
ing of their first child 4% mos. old. The beautiful child 
was nam’d Caroline Emily. 

Sept. 4th. Accompanied Mr. Upham to the house of 
Nathan Frye to witness the christening of his wife Ann. 

Salem, March 26th, 1843, Sunday, at the house of Rev. 
Charles W. Upham witnessed the christening, by Rev. 
Mr. Sewell, their 13th and 14th children who were nam’d 
—John Holmes — about 18 mos. old and the babe Oliver 
Wendal Holmes. 

May 4th. Accompanied Rev’d Mr. Upham to the 
house of Ebenezer Hathorn and witness’d his marriage, 
with Catharine Peace! 

1843, May 28th. Witness’d the Christening of Anne 
Ashby, the wife of Samuel Bartlett Buttrick — also their 
two children — who were nam’d Mary about 4 years old, 
and Emily — about 2. This took place after A. M. ser- 
vices were over in the Church — by Revd. C. W. Upham. 

July 2nd. Hannah Osborn was christen’d and join’d 
the Church. 



Octo. 8th. Accompanied Rev. Mr. Upham to the house 
of Ephraim Emerton to witness the christening of their 
2 youngest children nam’d Caroline Prince 2% years and 
Charles Silsbee — 8 mos. 

1844, Jany. 21st. Accompanied Rev. Mr. Upham to 
the house of John Mackie witness’d the christening of 
their infant John Andrews— 4 mos. old. 

April 14th. Letters missive was read from the Uni- 
tarian Ch. in Brooklin, N. Y., to enstall Rev. Mr. Farley 
— -Chose myself Delegate. 

Accompanied Rev. C. W. Upham to the house of Mrs. 
Cushing — to witness the christening of her grandson and 
son of Geo. A. Ward Esqr. of N. Yk, was nam’d Frank — 
Ae 19% years — Also two children of John Gardner jr. — 
One was nam’d Emily Maria— 13 years — and George 
Endicott 8 years. 

1844, Deem. 9th. Revd. Charles W. Upham sent in 
his resignation as Pastor of First Church. Having been 
their minister 20 years — 111 health; (Bronchitis). The 
Society after expressing their regret and some complimen- 
tary resolves on his leaving etc., voted him a year’s salary 
$1500 — This request was granted. His disease, “of the 
Throat ” had prevented his preaching much since J any ; 
went a journey to his Native place, New Brunswick — for 
4 mos. — but to no advantage. He took the Editorial — 
in 1845 March — of the Christian Register, which is greatly 
improv’d. He remains in Salem in his own house — visits 
Boston daily or 4 times per week — and renders many 
kind offices to the parish — who are much attached to him. 

April 22nd. At the particular request of Miss Rebecca 
Bailey Micklefield to be baptised by Rev. C. W. Upham, 
I accompanied him to her house and he administered the 
ordinance of Baptism — name Rebecca Bailey Micklefield. 
I then gave her the Book which containd the Covenant, 
which she sign’d — Upon which I told her, she was a 
member in full communion with the 1st Church — entitled 
to all its privileges and immunities. Finis — of Revd. C. 
W. Upham ministration. 



184-5, Nov. 11 tli. A petition sign’d by about a doz. 
was sent at 2 oclock, requesting the committee to call 
together all the owners and occupiers of Pews to meet at 
7 oclock about getting a minister — the notise went out 
at SVz P. M., at 7 oclock about 50 met — about half voted 
to give Thos. Hill a call— Salary $1200. — either party 
to leave 6 mo. notise — about X A against and % nutral — 
that what I guess at the time, 2nd vote unanimous — and 
since been confirm’d by conversation in the parish. Mr. 
Hill had a previous call at Waltham and accepted it. 

184-G, Jany 14th. Attended in Council as Delegate for 
1st Ch. to ordain Frank Parker Appleton over the 1st 
Unitarian Ch. in Danvers — all the performance of first 
order. The ladies din’d with council — had a good time — 
trouble in council — Dr. Gannett made a fuss about Church 
membership etc. ! 

May 15th. The parish by a unanimous vote invited 
Rev. Thomas Treadwell Stone to become their minister — 
Salary $1300 — Answer affirmative. 

July 12, Sunday. Dr. Geo. Choat in behalf and in 
the name of the Committee Inducted him into the respon- 
sible office as minister and Teacher of the First Church — 
after the address by Dr. Choat, reply by Rev. Mr. Stone 
and very appropriate musick — Mr. Stone went up into 
the Pulpit and preach’d a most splendid Installation Ser- 
mon — Horace L. Conolly presented him with a Gown — 
which he wore 1st time. 

Octo. 8th. Accompanied Rev. Thos. T. Stone to the 
house of Mrs. Lucy P. Robinson — to witness the christen- 
ing of my grandson, who was nam’d John — 3 mos. old. 

1847, Feby. 11th. Accompanied Rev. T. T. Stone, to 
witness the christening of Hon. Stephen P. Webbs first 
child, who was nam’d Caroline Robinson. 

1847, March 7tli. Augustus J. Archer’s child was chris- 
tened — I not notified. 

March 10th. Mr. Octavius B. Frothingham ordained 
over North Church — D. A. White and G. H. Devereux 



1847, June 20th. Witness’d the christening of Rev. 
Thomas Treadwell Stone’s 12th child who was named 
Elizabeth Gardner. Eleven children are living and all 

September 3rd. James King and Wm. Brown chosen 
Deacons of the first Church; who voted that the Deacons 
should no longer have the income of the Deacons marsh ! ! 
— hut should go to support the Sacrament ! ! They have 
had the income of it nearly two and a half centuries. 

Sept. 14tli. Deliverd to Deacons King and Brown the 
Deacons Book with the balance of Church money — $11.14 
— Also the Book contributions Fast and Thanksgivings. 


By Henry Wyckoff Belknap. 

( Continued from Volume LX I, page 64.) 

She married 2 June 1873, as his third wife, Edmund, 
horn about 1809, at Windham, Vt., son of Edward and 
Polly Banks. 

She died 16 December 1885, at Townshend. 

Children, born at Townshend: 

759. Ella Lestina, born 10 Dec. 1849, died Nov. 1877. 

760. Orrin E., born 21 Sep. 1866. 

761. Charles Herbert, born 30 Oct. 1859. 

567. Laurieea Wilkinson Burnap, born 18 July 
1824, married 25 November 1852, Seneca Miller. 

They lived at Townshend and Brattleboro, Vt., and 
had no children. She died 28 October 1897, and he died 
6 May 1899, at Townshend. 

570. Jason Burnap, born 18 May 1818, married be- 
fore 1845, a wife named Esther, who died 21 January 
1845, aged 27, at Williamsburgh, Mass. She was born 
at Rowe, Mass., but her family name is not found. 

He married 5 August 1846, Mary M. Nichols, born 
about 1823, at Bennington, Vt., who married 31 July 
1872, Edmund Wait. He lived at Williamsburgh, but 
at the time of his second marriage is called “ Jason Bonk- 
nappd of Rowe.” 

He was a miller by trade. 

Child by first wife, horn at Williamsburgh: 

750. A daughter, bom 9 Jan. 1845, died 11 Jan. 1845. 

By second wife, born at Rowe: 

751. Harlan P. (or Harley P.), born about 1847. 

572. Adeline Ardelia Burnap, born 1 August 1824, 
married 27 January 1852, at Windham, Vt., Harvey 
N., born 13 October 1825. son of Reuben and Roxanna 
(Upham) Prentiss. She died 9 May 1908, and he died 
29 November 1908. 

( 265 ) 



Children — Prentiss : 

Bliss Buenap, born 8 Jun. 1857, married 28 Jan. 1913, 
Sarah Frances Harvey. 

Ernest Asahel, born 8 May 1862, married 7 Oct. 1891, 
Lydia Matthews. 

576. M ar y Wyman Burnap, born 4 December 1830, 
married 23 September 1849, at Millbury, Mass., John 
Bryant, born 13 June 1823, at Williamstown, Vt., son of 
Samuel and Susan (Bryant) Richardson. The State Rec- 
ord gives the marriage as of 23 April. 

They were living in Millbury in 1851 and bad one or 
two children, but the records do not appear. He died 
29 November 1856 (?) at Williamstown. 

577. Jerome Jackson Burnap, born 3 January 1830, 
according to the records, but either this date or that of 
the birth of his sister Mary Wyman is in error. He mar- 
ried before 1864, Sarah Jane, born 7 July 1839, at Graf- 
ton, Mass., daughter of Simon and Mary Hobart. 

He was a sash and blind maker in Millbury, and bis 
wife died there 14 May 1889. 

Children, born in Millbury : 

792. A son, born 3 Sep. 1864. 

793. Charles L., born 1 Mar. 1868, died 5 Sep. 1868, Millbury. 

579. Mary T. Burnap, born 23 April 1825, married 
27 November 1845, Henry, born 24 January 1824, son 
of Henry and Anna (Briggs) Hobart. 

He was a tack manufacturer in North Abington, Mass., 
removing there from Lowell where they at first lived. 

Children — Hobart : 

Walter Henry, born 10 Feb. 1848, Abinglon. 

James Frederick, born 26 Jan. 1850. 

Mary Isabelle, born 12 Apl. 1852. 

George Burnap, born 8 Feb. 1854. 

Anna Caroline, born 14 Mar. 1856. 

Bichard Everett, born 16 Jun. 1858. 

Emily Florence, born 18 Mar. 1861, died Sep. 1863. 

Grace Agnes, born 15 Jul. 1864. 



580. James T. Burnap, born 30 July 1829, married 
4 February 1850, Ellen W., born about 1830, at New- 
buryport, Mass., daughter of John and Elvira (Wade) 
dawn of Lowell, Newbury and Newbury port. 

They were married at Lowell, he being a railroad em- 
ploye, and in 1891 his widow and daughter were living 
in Newton, Mass., removing to Lowell in 1893, but at the 
lime of his death, 1 July 1877, they were in Dunstable, 
Mass., where he died from a lightning stroke at the age 
of 49:11:1. 

The will of James T. Burnap of Dunstable. Wife 
Ellen W. Burnap, daughter Ellen Gertrude Burnap, 
brother-in-law Henry Hobart of East Bridgewater exec- 
utor. 18 May 1888 (sic) probably an error for 1877. 
Proved 17 July 1877. 

Witnesses: — James M. Swallow 
Walter Parkhurst 
Lucinda C. Swallow 

Mddx. Probate Records, vol. 410, p. 419. 

Child, bom in Fitchburg( ?) or Lowell: 

764. Ellen Gertrude, born 22 Feb. 1851, was a clerk in the 

Nonantum Worsted Company in Newton in 1891. 

581 Uzziah Cicero Burnap, born 17 June 1834, 
married 9 October 1862, he being being called a merchant, 
Harriet W., born about 1834, at Thetford, Vt., daughter 
of John G. and Hannah W. Moore. 

He lived in Brooklyn, N. Y., and was employed in a 
commission house in New York City. He studied music 
abroad and was the organist of the Dutch Reformed 
Church on Brooklyn Heights and a writer of hymns. He 
died in Brooklyn 8 December 1900, aged 67 :8 :0, and later 
his wife lived with her daughter in Boston. 

Children : 

765. A daughter. 

766. Helen, born in Brooklyn. 

582. Otis G. Burnap, the date of whose birth is not 
known, nor the date of his marriage to Laura Lyman, born 
about 1841, in Boston, daughter of Samuel and Laura 



(Lyman) McBumey. Her father was born in Ireland 
and her mother in Springfield, Mass. 

She was buried in Mt. Auburn Cemetery, Cambridge, 
having died 8 June 1890, in Hewton, aged 48:7 :23. Ho 
children have been found. 

583. Lucy Candace Burnap, born 24 February 
1834, married 29 March 1857, James Burnap, born 8 
February 1835, at Brattleboro, Vt., son of Zenas and 
Fanny (Burnap, Ho. 384a) Frost of Brattleboro. 

She died 29 May 1902, and he died 10 July 1907, aged 
72:5:2, at Brattleboro. 

Children — Frost: 

Gatos Burnap, born 8 Aug. 1869, married 18 Aug. 1897 r 
Bertha Anna Whitney. He was a professor. 

Jerry Albert, born 12 Dec. 1862, married 15 Oct. 1888, 
Hattie Lucretia Holt. 

584. Asa Burnap, born about 1846, married 7 Feb- 
ruary 1875, at Somerset, Vt., Abbie, born at Searsburg, 
Vt., daughter of James and Malona Crosier and widow 
of a Smith of Halifax, Vt. 

He was a farmer in Somerset and died there 26 April 
1893, but the date of his wife’s death is not found. 
Children, born in Somerset: 

767. Carroll, born 4 Jul. 1876. 

768. Charles Newton, bom 14 Jul. 1878. 

769. Pearl Noble, born 20 May 1886. 

586. George Skeel Burnap, born 17 August 1845, 
married 14 September 1880, at St. Heliers, Jersey, Eng- 
land, Elizabeth Winthrop, daughter of Rev. Thomas Har- 
vey and Mary Sandford (Day) Skinner of Cincinnati, 
Ohio, and widow of a Hull. 

He was an artist and lived in Poughkeepsie, H. Y., 
Paris, France, and Marietta, Ga. His wife died 14 June 
1881, in Paris, and was buried at St. Brelade’s, Island 
of Jersey, and he died 12 May 1891, at Marietta, where he 
was buried. 


770. A child, died young. 



591. Hannah Louise Burnap, bom 7 August 1826, 
married 26 November 1846, Hiram King, bom in Ches- 
terfield, N. H., son of Harvey and Lois (Smith) Davis. 
He lived in Winthrop, N. Y., but died in Parishville, 
N. Y. No dates are found for either her death or his. 

Children — Davis : 

Hiram Burnap, born 14 Mar. 1848, lived in Hebron, Neb. 

Fanny Elizabeth, born 31 Jan. 1850, died 14 Feb. 1859. 

Bliss Newton, born 19 Jul. 1860, died 2 Mar. 1892. 

Herbert Lyman, born 12 Jul. 1862, lived in Winthrop, N. Y. 

592. Bliss Newton Buenap, born 19 March 1836, 
married 6 September 1860, Mary Miranda, born 20 Au- 
gust 1837, Parishville, N. Y., daughter of George B. and 
Mary (Priest) Pease, who died 24 July 1863, and he 
married Lizzie Cook of whom nothing is known. 

He had five children who died young, besides the one 
below, and he died 4 September 1882, at Stockholm, 
N. Y. 


771. Frank P., born 6 August 1861. 

595. Almina Mandana Burnett (Buenap), born 
23 March 1818, married 14 February 1835, Zeno, born 
13 March 1812, son of James Sumner Hunter. 

She died 18 April 1856, at Newport, N. H., and he 
married 9 August 1856, Hattie E. Nelson. 

He was a wheelwright and photographer and lived at 
Cornish and Newport, N. H., removing later to LaFay- 
ette, la., but appears to have returned East, as he died 
18 December 1901, aged 88, at Unity, N. H. 

Children — Hunter : 

John Howard, born 14 Mar. 1841, married Ellen P. Harris 
and lived at Hartford, Vt. 

Harlan Page, born 30 Oct. 1844, married Nellie A. Weaver 
and lived at Claremont, N. H. 

Lyman Hall, born 9 Feb. 1853, married Mary Elizabeth 
Bryant, widow of a Sisson. He died 22 Mar. 1887, aged 
56 :0 :5, at Brattleboro, Vt. 

Lucian Burnap, died 1868, aged 12. 



599. Eeijah W. Burnap, bom 23 Eeb. 1821, married 
26 October 1848 or 1849, at Plainfield, N. H., Emily, 
born 1809, at Reading, Vt., daughter of Ezra and Olive 
(Lincoln) Fay from Northborough and Westborough, 

He was a farmer in Norwich and Plainfield, and his 
wife died 3 February 1899, at Lebanon, N. H., aged 
90 :0 :4, and was buried at Plainfield, where he died 
22 July 1907. 

Child, born in Plainfield: 

772. Ida S., born 23 Oct. 1852. 

600. Laura Jane Burnap, born 6 March 1823, mar- 
ried 28 Oct. 1850, Sylvester Austin of Benson, Vt. They 
lived at West Lebanon, N. H., she having taught school 
at the age of 16, and his trade was that of mason. 

Children, bom at West Lebanon — Austin: 

Charles W., bora 28 Jan. 1852, married 1 Jan. 1873, Ellen 
Belfast of Lyme, N. H. 

Julia C., born 4 October 1859. 

Arthur A., born 21 Sep. 1864. 

602. Orville W. Burnap, born 3 August 1826, mar- 
ried 31 July 1855, Sarah H., born 5 December 1836, at 
Lebanon, N. H., daughter of Jesse Edson and Sarah Ann 
(Porter) Dewey of Hanover, N. H. 

He was a carpenter and school teacher and lived at 
Meriden and Lebanon, N. H., and at Sharon, Vt., and 
Plainfield, N. H. 

His wife died 25 February 1873 at Lebanon, and he 
married 3 March 1874, at Plainfield, Janet H., born 1829, 
at Plainfield, daughter of Sanborn Davis of that place 
and widow of a Towne. He died 23 July 1907, aged 
80 :11 :13, at Lebanon. 

The Lebanon History says that he taught school in 
West Lebanon in 1857 and was on the Committee on 
Town Accounts in 1869 and had formerly lived in North 
Royalton, Vt. 

Children : 

773. A child, died 5 Nov. 1858, Plainfield. 



774. A child, died 5 Nov. 1858, Plainfield. 

775. David Edson, born 27 Jul. 1861, Plainfield, N. H., or Sharon, 

Vt., died 15 Dec. 1879. He was unmarried and had been 
a Representative from Lebanon. 

603. Sidney L. Burnap, born 6 September 1828, mar- 
ried 2 November 1854, Loretta P. Walker of Claremont, 
N. H. He lived a few years at Claremont and then re- 
moved to West Lebanon, where he died 1 March 1857, 
and she removed to Providence, R. I. 

Child, born in West Lebanon: 

776. Warren Sidney, born 20 Jan. 1857. 

604. Alvares E. Burnap, born 24 April 1831, mar- 
ried Dianna A. Nichols of Fenner, Madison Co., N. Y. 
He lived at Cornish Flat with his uncle Arunah Burnap, 
but removed to Orion, Olmsted County, Minn., where he 
was a shoemaker and farmer at the age of 18. He was 
later Chairman of the Board of Supervisors, Town Treas- 
urer, County Commissioner and State Representative. 

Children : 

777. Sidney, born 3 Jan. 1857. 

778. Charles H., born 10 Jul. 1862. 

779. Arthur, born 15 Dec. 1865. 

780. Elijah, born 17 Aug. 1869. 

781. Tira Ellen, born 13 Jun. 1874. 

605. Mary E. Burnap, born 11 May 1838, married 

17 March 1859, Alfred Ward of Lempster, N. H. He 
was a merchant and farmer and removed from Lempster 
to Spring Lake and Grand Rapids, Mich., where he was 
a merchant. 

Children : 

782. Benjamin F., born 15 Mar. 1867, Lempster. 

783. William A., born 24 Jan. 1868, Lempster. 

784. George B., born 30 Apl. 1873, Spring Lake, Mich. 

606. George L. Burnap, born 10 July 1843, married 

18 March 1871, Frances, born about 1849, at Hartland, 
Vt., daughter of A. Bugbee. 



He died 1 February 1873, aged 28, at Plainfield, N. H., 
and she removed to Indiana. They had no children. 

607. Ella M. Burnap, bom 4 May 1845, married 12 
June 1865, John W., born 1833, at Plainfield, N. H., 
son of Charles and Amev (Westgate) Peterson of Plain- 
field, the Westgate family having come to that town from 
Killingly, Conn., in 1778. 

He was a farmer in Plainfield and was for two years, 
about 1861, in the IT. S. Sharpshooters. 

Children — Peterson : 

Geobgianna, born 15 Jun. 1872, married 12 Jun. 1894, 
Frank J. Chadbourne, of Cornish, N. H. 

Chables H., born 30 Jun. 1868. 

608. Eleanor Elizabeth Burnap, born 3 Hov. 1817, 
married 22 November 1842, John B. Harlow and lived 
in Lowell, Mass., and Brooklyn, N. Y. The little Bumap 
Genealogy is not clear as to whether it was she or her 
daughter who married, 28 November 1867, Walter Oliver 
Wetherbee and lived in Brooklyn. It states that both 
John B. Harlow and Walter Oliver Wetherbee were in 
the sewing-machine business in Brooklyn in 1876. 

Children, born in Lowell — Harlow: 

Frederick William, born 18 Mar. 1844, died 1 Nov. 1845, 

Elizabeth Campbell, born 29 Dec. 1846. 

609. Sylpiiia Amanda Burnap, born 12 August 1819, 
married 15 July 1849, Leonard, son of John and Mary 
Woods, who had been previously married. At a later 
date she married Burnham C. Benner of Benner Brothers, 
Lowell, Mass. No children are known. 

610. Mary Jane Burnap, born 20 January 1822, 
married 22 November 1848, Frederick William Tuxbury. 
They lived in Lowell and about 1851 removed to Jersey 
City, N. J., where he was in the sash, door and blind 
business and later lived at Bergen Heights, N. J. 



Children, Tuxbury: 

Annie Elmiba, born 27 Aug. 1849, Lowell, died 26 May 

Maby Alice, born 30 Mar. 1851, Lowell. 

Thomas Edwaed, born 24 Jan. 1853, Jersey City, died 6 
Aug. 1853. 

Helen Amanda, born 28 Oct. 1856, Jersey City. 
Chablotte, born 6 May 1860, died 28 Jul. 1861. 

611. Sarah Ann Burnap, born 7 February 1824, 
married 2 June 1842, Thomas L. Tuxbury, who was a 
partner in the firm of Tuxbury Brothers in Jersey City, 
like the preceding. They had no children. 

612. Frederick Augustus Burnap, born 26 Decem- 
ber 1825, married 15 July 1849, Sarah J., born about 
1827, daughter of Andrew and Lydia Wood. He was 
then a merchant in Lowell, where they were married. 

She evidently died before 1867, although the date does 
not appear, as he married 10 October 1867, Cinderella 
A., bom about 1833, in Massachusetts, daughter of Dar- 
win and Julia Woods, and a niece of Leonard Woods, who 
married Sylphia Burnap, No. 609. This marriage also 
took place in Lowell. He lived there and also in New 

He appears to have died in 1906, as his wife was ad- 
ministratrix of his estate 4 December 1906, James E. 
Gibson and Myra B. Gibson sureties. 

Mddx. Probate Becords, vol. 691, p. 380. 

Children, by first wife : 

785. Feedebick Allen, born 15 Aug. 1856. 

786. Myba, born 1860. 

787. Ida, born 7 Mar. 1862, died 17 May 1862. 

By second wife: 

788. Claba A., born 10 Aug. 1868, Northborough. 

789. Louisa, born 5 Oct. 1870, Marlborough. 

790. Alla, born 15 Apl. 1875, Marlborough. 

613. William Henry Burnap, born 26 December 
1825, married May 1860, Caroline Lucinda Barrett of 



Maine. They lived in Jersey City, N. J., where he was 
the manufacturer of Davis and Kidder’s electro-magnetic 

Child : 

791. Ellen Staniels, born 9 Aug. 1864, New York City. 

615. Lucy Russ Burnap, horn 10 July 1832, married 
15 February 1854, Walter, born 18 June 1823, Ashby, 
Mass., son of Dr. Moses and Rachel Kidder. They lived 
in Townsend and Lowell, Mass., where he practised medi- 
cine, and in New York City and Jersey City. He gradu- 
ated from Harvard and the Berkshire Medical School, 
served as Surgeon in the H. S. Cavalry, in Scott’s 900 
in 1861, and was the inventor of Davis & Kidder’s electro- 
magnetic machines. He died 28 Jan. 1872, and she was 
living in 1876. 

Children — Kidder : 

792. Charles B., born 26 Nov. 1861, New York. 

793. Walter F., born 18 Jan. 1865, Townsend, Mass. 

794. Joseph D., born 19 Apl. 1869, Jersey City, N. J. 

618. John W. Burnap, born 22 February 1831, mar- 
ried in 1855, Sophia N. Pratt, of Brattleboro, Vt., and 
they lived in that place, where he was one of the firm 
of Eustis & Burnap, saddlery and harness makers, and 
where he held several town offices. 

He died 27 February 1887, aged 56:0:5, at Brattle- 

Child, born in Brattleboro: 

795. Edward Hoyt, born 13 Oct. 1858. 

619. Mary F. Burnap, born 18 November 1835, mar- 
ried 18 January 1837, Seth Ellis of Thetford, Vt., at 
which time she was of Norwich, Vt. 

She taught school and died about 1869. 

Child — Ellis : 

Elanor, married Oscar Patrail of Norwich, Vt. 

620. James T. Burnap, bom 12 June 1839, married 
6 June 1872, at Winchester, N. H., Sarah R. Kendall, 
born 1842, at Athol, Mass. 


275 - 

They lived in Winchester, N. H., and Dunstable, Mass., 
and he was on the School Committee in 1857, was Town 
Clerk in 1860-3 and 1868-71, and Representative in 1870. 
In 1873 he was Superintendent of the Nashua, Acton & 
Boston Railroad. 

He was in the harness business with his father, and in 
1901 was living in Winchester with his wife, but they 
had no children. 

626. Edwin Lincoln Burnap, born 11 April 1861, 
married 17 November 1881, Margaret, bom 13 April 
1861, at Norwich, Conn., daughter of Robert and Eliza- 
beth (Scott) Henderson. 

They lived at Norwich and he was the Superintendent 
of the Water- works of that place and a wheelwright and 
plumber by trade. They were living there in 1916. 
Children, born in Norwich: 

796. Cora Elizabeth, born 3 Aug. 1883, died 17 May 1902. 

797. Lottie Sarah, born 3 Nov. 1885. 

798. Florence Jane Henderson, born 30 May 1881. 

799. Ruth Lincoln, born 13 Aug. 1890. 

627. Milton Burnap, born 25 August 1794, evidently 
had a wife named Martha before 1849 and was living in 
Coventry, Conn. He and his daughter Martha are men- 
tioned in the will of Daniel Burnap, No. 245, in 1838, 
but little else is known of him. He probably lived in 
Mt. Morris, N. Y. 

Children, born in Coventry, Conn. : 

800. Daniel Milton, born 30 Mar. 1849. 

801. Martha Irene, born 5 Aug. 1851. 

802. Belle. 

628. Sophronia Burnap, born 8 July 1813, married 
11 September 1833, Harvey Watson Doolittle, born 11 
August 1807, son of Jacob and Dorothy (Copp) Brew- 
ster. They lived at Chicago, 111., and she died there 
20 July 1880, and he died there 4 February 1884. 

Children — Brewster : 

Charles F., born 29 Oct. 1836, Rochester, N. Y., died 12 
Oct. 1837. 



Mary Copp, born 5 Feb. 1841, married 30 July 1878, Gideon 
L. Barber. 

633. James F. Burnett, born 4 July 1847, married 
29 November 1870, at Charlestown, Mass., Ellen, born 
about 1844, in Ireland, daughter of John A. and Rose 

He was a carpenter and lived in Charlestown, but no 
children have been found. 

635. William Henry Burnett, born 17 September 
1851, married 9 April 1873, at Charlestown, Anna, bom 
about 1853, daughter of Charles and Mary Hitchings. 
He was called “clerk” at the time of their marriage. 
Evidently she died before 1888, as he married 2 February 
1888, at Somerville, Mass., Hannah A., born about 1866, 
daughter of James and Hannah Madden of Charlestown, 
at which time he is called “foreman.” 

Children : 

803. Mabel, born 4 Sep. 1873, Charlestown. 

804. Frank, born 23 Jul. 1874, Boston. 

636. John Young Burnett, born 12 September 1854, 
married 6 February 1881, at Boston, Mary A., born about 
1860, at Boston or Charlestown, daughter of Timothy and 
Julia Brennan. He was then of Everett and she of 
Boston, and he was a teamster. 

Child, bom in Everett, Mass. : 

805. Arthur, born 2 Aug. 1886. 

637. Charles T. Burnett, bom 1 April 1857, mar- 
ried 20 February 1884, at Boston or Everett, Florence E., 
born about 1865, at Charlestown, daughter of Josiah H. 
and Mary E. Currier, at which time he was a trader in 
Everett and she was of Charlestown or Boston. 

Children, bom in Everett : 

806. Florence L., born 17 Mar. 1892. 

807. Henry, born 23 May 1893. 

808. Grace Elizabeth, born 12 Jul. 1897. 

638. Andrew J. Burnett, born 8 July 1859, mar- 



riecl 26 October 1881, at Boston, Sarah E., bom about 
1863, at Boston, daughter of Watson H. and Sarah S. 
Fifield. They were both of Boston and he was a clerk. 
]STo children have been found. 

640. Estella Eastman Burnett, bom 20 January 
1863, married 31 October 1879, at Charlestown, Walter 
A., born about 1860, Brooklyn, N. Y., son of Charles T. 
and Mary A. Pearce. He was then a plumber and both 
were of Boston. Ho children have been found. 

644. Charlotte E. Burnett, bom about 1841, mar- 
ried 9 July 1879, at Boston, Nathan C., born about 1814, 
at North Brookfield, Mass., son of Avery and Abiah 
(Spooner) Cary and widower of Frances F. Wilson, 
whom he married in 1845. 

He was a Solicitor and Clerk of Probate in Boston. 
No children are known. 

652. Mary Addle Burnett, born 24 February 1852, 
adopted daughter of Charles Wellington Burnap (Bur- 
nett), married 15 May 1873, at Newton, Mass., Frank 
Emery, born 13 December 1846, Brighton, Mass., son of 
Ira and Mary Susan (Bullard) Hunter of Oakham, Mass. 

He was a provision dealer in Brighton. 

Children — Hunter : 

Marion Dexter, born 9 May 1874. 

Elizabeth Wellington, born 8 Aug. 1878. 

Susan Bullard, born 25 Mar. 1880. 

Mary Lincoln, born 8 May 1890. 

653. Emma Augusta Burnett, born 1 April 1859, 
married 27 November 1884, at Boston, Henry E., born 
about 1850, Bowdoinham, Me., son of Albion and Nancy 
L. Huntington. 

He was a provision dealer in Boston. No children 
have been found. 

656. Dorothy Burnap, born about 1832, married 
28 October 1842, Ira Withington. She died 24 April 



1850, aged 28, at Ludlow, Vt. No children have been 

656a. Edward Burnap, born 28 April 1834, at Lud- 
low, Vt., married before 1864 Abbie F., born 3 December 
1843, daughter of Ebenezer Holt and Hannah (Felton) 
Tuttle of Peru, Vt. They lived at Peru and later at 
Brentwood, N. H., and he was a farmer and teamster. 
He died 12 July 1902, at Brentwood, ae. 68:2:14. 
Children : 

808a. Walter C., born 8 Jul. 1864, died 9 Jun. 1877, ae. 12 :11. 
808b. Arthur A., born 25 Nov. 1865. 

657. Edward or Edmund Burnap, born 3 June 1828, 
married 10 September 1851, at Fitchburg, Mass., Nancy 
(Polly) Merritt, born about 1830, at Fitchburg, daughter 
of Amos and Polly (Burnap No. 440) Darby. 

He was a farmer and lived at Fitchburg and Ashburn- 
ham, Mass., as late as 1868. 

Children : 

809. Mary Jane Tilson, born 8 Jun. 1852, at Fitchburg, died 

30 Sep. 1867, aged 15 :3 :24, at Ashburnham. 

810. A son, born 6 Apl. 1854, at Fitchburg, died 11 Apl. 1854, 

ae. 5 days. 

811. Sabra, born about 1855, at Fitchburg, died 6 Oct. 1867, 

ae. 12 :1 :28, at Ashburnham. 

812. A son, born 3 Dec. 1864, at Ashburnham. 

813. Walter E. (or R.), born 14 May 1866, at Ashburnham. 

659. Susan Maranda Burnap, born 5 April 1832, 
married 13 May 1853 (?1852), at Fitchburg, Alexander 
Hamilton, born 4 January 1827, at Leominster, Mass., 
son of Wright and Betsey E. (Ravmour) Rugg (see No. 
443). They were both of Fitchburg at the time of mar- 
riage, but lived later at Sterling and Leominster, and he 
was a farmer. 

Child — Rugg : 

Walter H., born 25 Feb. 1854, married J. Blanche Beamon 
of Princeton, Mass. 



660. Eliza Elvira Burnap, born 3 November 1834, 
married 18 March 1854, Nathan, born 22 November 1829, 
at Princeton, son of Elmer and Lucinda (Conant) Baker 
of that place and Westminster, Mass. 

She was of Westminster and he of Fitchburg at the 
time of marriage. No children have been found. 

661. Mary Ann Btjrnap, born 22 August 1838, mar- 
ried 25 August 1856, Jacob, born 28 August 1832, at 
Leominster, son of Wright and Betsey E. (Raymour) 
Rugg and brother of the preceding. She was of Fitch- 
burg and he of Leominster at the time of marriage. 

He served in the Civil War, enlisting June 1861 in 
Co. A, 15th Massachusetts Volunteer Militia, was taken 
prisoner and discharged 22 October 1862, and he re- 
enlisted in Co. H, Heavy Artillery and was mustered 
out 17 July 1865. He was employed in a paper-mill in 
North Leominster. 

Children — Rugg : 

Edward L., born 6 Sep. 1857, died 7 Jan. 1862. 

Catherine E., born 24 Jan. 1864, married 8 Jun. 1893, 
William O. Horton of Fitchburg'. 

Caroline L., born 24 Mar. 1866, married 3 Nov. 1896, E. H. 
Nutting of Leominster. 

662. Charles H. Burnap, born about 1843, married 
15 September 1862, at Ashbumham, Elizabeth L., born 
about 1844, Ashburnham. daughter of Lorenzo and Betsey 

He was a carpenter at the time of marriage, but later 
became a paper-maker and they lived at Ashburnham, 
Leominster and Ashby, Mass. 

She died 29 December 1870, at Ashby, aged 26:8:25, 
and he died about 1901 at Ashby. 

Petition of George W. Newell of Leominster for ad- 
ministration on the estate of Charles H. Burnap of Ashby, 
intestate. 24 June 1901. 

Mddx. Probate Records, vol. 617, p. 284. 

Children : 

814. Flora Maria, born 18 Nov. 1863, Leominster. 

815. Ernest Winfield, born 6 Sep. 1870, Ashby. 



664. Warren Stillman Burnap, bom 24 July 1848, 
married 17 October 1874, at Shirley, Mass., Mary M., 
born about 1856, at South Scituate, B. I., daughter of 
Louis E. and Harriet Williams. 

He was a laborer and switchman and lived in Leomin- 
ster, Mass. 

Children, bora in Leominster: 

816. Willie W., born 8 Jun. 1875. 

817. Edwin L., born 18 Jul. 1878. 

818. Henry Stillman, born 23 Jul. 1887. 

665. Elizabeth B. Buenap, bora about 1850, if she 
was twenty years old at the time of her marriage as the 
record states, but if so it appears strange that no guardian 
was appointed for her and that she does not appear in the 
division of the estate of her father. She married 20 
September 1870, at Clinton, Mass., George W., born about 
1848, at Montgomery, Vt., son of John and Haney Wilcox. 

He was a cabinet-maker by trade and lived in Leomin- 
ster. Ho children have been found. 

665a. Hancy Melody Burnap, born 30 March 1851, 
married 24 December 1872, at Leominster, Sterling Ed- 
mund Willis, born 11 January 1852, at Leominster, son 
of Moses and Belinda (Smith) Creed of that place. 

He was a cabinet-maker and lived in Leominster. 

Child — Creed : 

Ralph Augustus. 

666. Mary Cordelia Burnap, born 12 June 1835, 
married Lafayette Hayes of Brooklyn, H. Y., and lived 
in Hew York City, where she died 25 May 1869. Ho 
children have been found. 

667. Laura Harriet Burnap, bom 16 February 
1846, married 25 May 1868, Henry D., born about 1844, 
at Wethersfield, Vt., son of David and Lucia McIntyre, 
whom she divorced, and she married 3 Hovember 1897, 
at Keene, H. H., William H. H., born about 1840, at 
Helson, H. H., son of Joseph and Lois (Wardwell) Beal 



of that place. No children have been found. He was a 

668. Edward Childs Burnap, born July 1841, mar- 
ried Fanny 0. Hathaway. He died 1 September, 1883. 
Children : 

819. Lena, died young. 

820. Charles, died young. 

821. Edward, died young. 

671. Mary Ann Burnap, horn 22 August 1838, mar- 
ried 18 April 1866, Jesse Calvin, born 4 December 1837, 
at Fitchburg, son of Jesse and Mary (Hutchinson) Spauld- 
ing of that place. 

He enlisted in Company F, 25th Massachusetts Volun- 
teers, and was wounded at Cold Harbor. 

They lived in Fitchburg, Worcester and Holden, Mass. 
Children, born in Fitchburg — Spaulding: 

Charles Lincoln, born 27 Mar. 1867, unmarried. 

Esther May, born 22 Sep. 1868, unmarried. 

673. E. Urania Burnap, born 23 December 1844, 
married 7 October 1863, E. Irving, born about 1837, at 
Billerica, Mass., whose father was a Mr. Wright of Mew- 
ton, Mass. She was of Ashby and he a “trader” of Bos- 
ton at the time of marriage. He died 13 February 1882, 
at Ormond, Fla. 

Children, horn in Newton — Wright: 

Clara E., born 9 Jan. 1870, married 30 Jul. 1890, Edward 

Edward B., born 10 Jul. 1874, lived, unmarried, at Fitch- 

William I., born 19 Jul. 1877. 

674. Herbert Goodrich Burnap, born 4 July 1847, 
married 5 June 1879, at Newton, Mary E., born about 
1856, at Newton, daughter of Charles H. and Mary E. 
Jennison of West Newton. He was a farmer and sales- 
man and lived in Newton, West Newton, and in Fitch- 
burg from 1880-1891. 

His wife died 11 January 1882, and he married 2 May 



1887, at West Newton, Nellie Oraville, born about 1861, 
at Newton, daughter of William and Lavinia Dix, of West 
Newton. He lived in Cambridge in 1891 and in Leo- 
minster 1893-1901. 

In 1904 she was a widow, living in Leominster with the 
daughter by the first wife. 

Children, by first wife: 

822. Mabel E., born 21 Jut. 1880, Ashby, Mass. 

823. Herbekt J., born 8 Dee. 1881. 

By second wife : 

824. Kuth Dix, born 2 Mar. 1897. 

675. Charles Edward Burnap, born 12 December 
1834, married 26 April 1862, at Ashburnham, Emma 
Lincoln, born 30 January 1833, at Ashburnham, daughter 
of Captain Timothy and Eliza (Adams) Stearns. 

He lived in Fitchburg and was a farmer and produce 
dealer in partnership with bis brother Edward Samuel 
Burnap. Later he lived in Ashburnham. 

He died 27 September 1868, and she married 14 Oc- 
tober 1875, Jonas, born 15 October 1819, son of David 
and Mary (Early) Wood, of Rindge, N. H. 

The will of Charles Edward Burnap of Ashburnham. 
To wife Emma L. Burnap the whole estate reserving 
nothing for father or direct legal heirs as they are well 
provided for already. His wife executrix. 15 April 1862. 
Witnesses: — Edwin J. Stearns 
Jerome W. Foster 
William Bemis 
Simeon Merrit 

The petition for probate made by Emma L. Burnap of 
Fitchburg, represents that he died 27 September 1868, 
next of kin being Lillian Elvira Burnap, aged 5 years, 
and Anna MariaBurnap, aged 2 years, residing with their 
mother in Fitchburg, children of said deceased. 21 Oc- 
tober 1868. Worcester Probate Rees. 9147. 

Charles E. Stevens guardian for the two children 21 
October 1868. 



Children : 

825. Lillian Elvira, born 10 Oct. 1863, probably in Fitchburg, 

although one record says in New Ipswich, N. H. 

826. Anna Maria, born 10 Oct. 1866, probably at Fitchburg, 

although the record of her death says at Ashby, died 
5 Jan. 1874, ae. 5 :2 :25, at Ashburnham. 

677. Edwin Samuel Burnap, born 19 August 1838, 
married 8 April 1862, at Ashby or Fitchburg, Mary My- 
silvia, born about 1842, at Rindge, H. H., daughter of 
Addison and Mary A. Bancroft. He was a farmer in 

Children, bom in Fitchburg: 

827. Irving Arthur, born 22 Apl. 1863. 

828. Harriet, born 1864. 

829. Charles E., born about 1870. 

678. Ellen Lucinda Buknap, born 10 June 1841, 
married 10 June 1863, at Fitchburg, Francis, born about 
1837, at Holliston, Mass., son of Francis and Betsey Fisk. 
He was a farmer and lived in Holliston. 

Child, bom in Holliston — Fisk : 

George, lived in Holliston. 

679. George Fkanklin Buknap, born 25 October 
1849, married 5 June 1873, at Randolph, Vt., Harriet 
Burnap, born 5 June 1854, at Greensboro, Vt., daughter 
of Wilbur F. and Rebecca (Trow) Howard, whose ma- 
ternal aunt Harriet Trow married, as his second wife, 
Samuel Burnap, Ho. 462. 

He was a pump manufacturer in Fitchburg until 1894 
and died 31 December of that year. She removed from 
Fitchburg in 1904 to Vermont and in 1916 was living 
in Waterbury, Conn. 

Children, born in Fitchburg: 

830. Kate Elizabeth, born 1 Aug. 1875. 

831. Ellen Lucinda, born 5 Feb. 1879, unmarried. 

832. Theodore George, born 15 Dec. 1880, died 1 Dec. 1881. 

833. Margaret Maria, born 19 Mar. 1883, unmarried. 

834. Richard Samuel, born 12 Sep. 1884. 



835. Clara Alice, born 27 Jnn. 1887, died 17 Aug-. 1891. 

836. George Howard, born 21 Oct. 1889, unmarried. 

681. Henry Thompson Burnap, born after 1855, 
married before 1885 a wife named Annie C., but nothing 
more bas been found. He received land in Brighton, 
Marcoupin County, 111., by his father’s will and by that 
of his mother a Bible containing family records. 

68S. Hiram Burnett, born 5 July 1817, married 
Elizabeth Gibbs. He removed to Seattle, Wash., in 1859 
for his health and settled in what is now the center of 
the city, where he became a large landowner. Ho chil- 
dren are known. He died about 1912. 

685. Joseph Burnett, born 11 November 1820, mar- 
ried 20 March 1848, Josephine, bom 4 March 1830, 
daughter of Edward and Buth (Torrey) Cutter of Bos- 
ton. He was educated in the district schools and later 
at the English and Latin schools in Worcester, and lived 
there for two years until at the age of 17 he removed 
to Boston, in 1837, as a clerk in the drug business of 
Theodore Metcalf on Tremont Street. He became a part- 
ner in the concern and was there until 1854, when he left 
to establish the firm of Joseph Burnett & Co., manufac- 
turing chemists at 27 Central Street. 

In 1850 he built Deerfoot Farm in Southborough, 
Mass., and was one of the pioneers in the importing and 
raising of Jersey cattle. 

In 1862 he built the church of St. Mark’s, Southbor- 
ough, and gave it to the parish. He also founded St. 
Mark’s School in that town. 

He was a Vestryman of St. Paul’s Church, Hopkinton, 
of St. John’s Church, Framingham, of Holy Trinity, 
Marlborough, and was a member of the original corpora- 
tion of the Church of the Advent, Boston. 

In 1878-9 he was President of the Boston Druggists* 
Association and was appointed Prison Commissioner by 
Governor Rice and was chairman of the body which built 
the Reformatory Prison for Women at Sherborn. 



He died 11 August 1894 and was buried in St. Mark’s 
Church 15 August 1894. 

Josephine Burnett and Harry Burnett of Southboro 
and William Warren Vaughan of Boston represent that 
Joseph Burnett of Southboro died 11 August 1894, leav- 
ing a widow Josephine Burnett and Edward, Harry, 
Robert Manton, Waldo Burnett, Josephine wife of Charles 
A. Kidder of Boston, Esther wife of George Peabody 
Gardner, Ruth Burnett of Albany, Charles Cutter, Bur- 
nett and John Torrey Burnett, Louisa wife of Charles F. 
Choate Jr., Elinor Burnett, all children and of Southboro 
except as noted. 18 August 1894. Persons interested the 
above and Margaret Burnett (wife of Robert Manton 
Burnett). Worcester Probate Records, 2nd. Series 17, 146. 
Children : 

837. Edward, born 16 Mar. 1849. His wife died 26 Dec. 1906. 

838. Harry, born 1 Dec. (24 Nov., State Eecord) 1850, associ- 

ated with liis father in business after graduating at 
Harvard in 1873. 

839. Robert Manton, b. 12 November 1852. 

840. Waldo, bora 15 Jan. 1855, B.A. Oxford University 1878, 

Rector of St. Mark’s School. 

841. Josephine, born 28 Dec. 1856. 

842. Esther, bora 7 July 1859. 

843. Ruth, born 26 Aug. 1862, at Convent of the Sacred Heart, 

Manhattanville, N. Y. 

844. Charles Cutter, born 28 Aug. 1864. 

845. Richard Torrey, born 4 Sep. 1866, died 17 Feb. 1867. 

846. John Torrey, born 23 Apl. 1868. 

847. Louisa, born 12 Jun. 1869. 

848. Ellinor, born 18 Jan. 1872. 

688. Eliza Bell Burnett, born 1 May, 1826 ; mar- 
ried 16 February, 1858, at Southborough, Sylvester Cham- 
berlain, born 23 May, 1825, son of Colonel Dexter and 
Sophia (Chamberlain) Fay. 

He was a merchant and died 23 June, 1891. 

Child: Fay. 

Waldo Burnett, born 15 Dec. 1858, married 9 Nov. 1885, 
Mary Elizabeth Winchester. 



691. Martha Ann Burnett born about 1827, 
adopted daughter of John Burnett, married 23 June 1846 
(1847 in error in State Record) Orville, born about 1819, 
son of Benaiah and Lucinda Bowen of Worcester. He 
was a farmer of Worcester at the time of marriage. 

Child — Bowen : 

George A., born 14 Mar. 1847. 

694. Henry A. Burnap born 8 November 1843, mar- 
ried 31 May 1866, Margery, born about 1844, in Nova 
Scotia, whose father’s name was Farrell, but of whom no 
more is known. 

He enlisted 25 August 1862, was mustered into the 
51st. Regiment of Massachusetts Volunteers on 25 Sep- 
tember 1862, was discharged at Worcester 27 July 1863 
and served from 4 May to 2 August 1864 in the 6th. Un- 
attached Company at Readville, Mass. 

He was a clerk and trader and lived in Westborough, 
where he died 4 December 1888, aged 45 :1 :1. 

The will of Henry A. Burnap of Westborough. Walter 
C. Gilson executor. To sister Sarah E. Burnap of West- 
borough, to wife Margie. 16 January 1883. 

Witnesses: — Josiah Childs 
William Curtis 
Louis K. Travis 

Walter C. Gilson of New York represents that Henry A. 
Burnap of Westborough died 4 December 1888, leaving a 
widow, Margie Burnap and Sarah E. Burnap sister. 7 
December 1888. 

Worcester Probate Records, 2nd. Series 8814. 

Child, born in Westborough: 

849. A child, stillborn, 7 Jan. 1868. 

697. Mary Frances Burnap born 6 July 1866, mar- 
ried Charles Harte and lived at Hailey, Idaho in 1914 
and Gooding, Idaho in 1916. Nothing more is known. 

699. Herbert Thayer Burnap born 25 April 1874, 
married 11 October 1901, Marion E., born 29 March 1884, 



at Leverett, Mass., daughter of Ernest W. and Angie 
(Waterman) Gardner. 

He enlisted, April 1898, in Company B, 21st Infantry, 
for the Spanish war and was discharged for disability in 
March 1899. 

He was a laborer and surveyor and lived at Leverett 
and Moore’s Corner, formerly Hopkinton, Mass. 

Children : 

850. Agnes Gkeenman, born 21 Nov. 1902. 

851. Herbert Ernest, born 25 Jim. 1904, died 24 Jan. 1905. 

852. Sarah Evelyn, born 8 Mar. 1906, Leverett, died 23 Jul. 

1906, ae. 4 mos. 15 days, at New Ipswich, N. H. (State 

853. Harold Albion, born 29 Oct. 1907, died 30 Oct. 1907. 

854. Eddice May, born 13 Feb. 1909. 

855. Charles Fabian, born 27 Jul. 1910. 

700. Charlotte Isabelle Burnap born 25 June 
1876, married Charles N. Mason and lived in Auburn, Me. 
There were no children and no more is known. 

703. Walter Mellen Burnap horn 13 November 
1871, married 4 January 1899, at Everett, Mass., Elsie 
Gertrude, horn 27 February 1876, at Hopkinton, Mass., 
daughter of John B. and Elizabeth (Mellen) Balfour, of 

He was a clerk and grocer and lived in Aubumdale, 
Mass., in 1895, but removed to Melrose in 1897. They 
had no children. 

704. Charles Lester Burnap born about 1875, mar- 
ried 3 August 1898, at Shrewsbury, Mass., Nellie E., born 
about 1874, at Shrewsbury, daughter of Leroy and Sarah 
A. (Newton) Hunt. He was a farmer and no children 
have been found. 

705. Jessie May Burnap born 22 September 1877, 
married 17 October 1906, George Rufus Colby, born 25 
February 1868. 

Children — Colby. 

George Burnap, born 3 Aug. 1907, died 27 Aug. 1907. 



Richard, born 15 Jul. 1908, died 27 Dec. 1908. 

Charles Russell, born 10 Aug. 1910. 

John Haskell, born 7 Dec. 1913. 

708. Edwin Averill Bttrnap (Burnett), bora 31 
December 1852, married 22 October 1879, at Ludlow, Vt., 
Elizabeth C., born about 1857, at Bethel, Vt., daughter 
of Lucien and Louise Chadwick. 

He lived at Bethel, Vt., and no children have been 

710. Frank: Russell Burnap (Burnett), bom 2 
May 1857, married 2 October 1882, at Bethel, Vt, Helen, 
born about 1850, Fairfield, Vt., daughter of John and 
Angeline Bordean. Vo thing more is known. 

711. John Myron Burnap (Burnett), born 11 Sep- 
tember 1803, married 30 July 1885, at Bethel, Vt., Lizzie 
A., born about 1804, at Bethel, daughter of William M. 
and Sarah Rogers. Nothing more is known. 

712. Laura May Burnap (Burnett), born 23 April 
1805, married 17 March 1885, at Bethel, Vt., Clayton L., 
bom about 1804, Bethel, Vt., son of Albert D. and Hattie 

Child, bom at Bethel, Vt. : 

A son, born 5 Oct. 1888. 

713. Mary Elizabeth Burnap (Burnett), born 2 
August 1808, married 15 February 1889, at Bethel, Vt., 
Bert C., born about 1807 at Bethel, son of George F. and 
Mary A. Rogers. Nothing more is known. 

714. Daniel Lillie Burnap, born 12 January 1806, 
married 5 September 1893, Nellie Grace, born 5 August 
1873, daughter of William Harrison and Ella Emma 
(Garrett) Martin. 

He graduated from the Medical College in Baltimore 
in 1890 and settled in Stowe, Vt. that year, removed to 
South Royalton, Vt., the following year, was Auditor of 
the Hniversalist Society in 1893, State Representative in 



1906 and 1908-9, and removed to Underhill, Vt. in 1907. 
They had no children. 

716. Roeert E. Burnap, born 7 March or June 1879, 
married 12 June 1903, Ethel M. Twichell. They had no 
children, and probably lived in Royalton. 

717. Alice Elizabeth Burnap (Bitrnett), bom 27 
May 1846, married 20 April 1867, Nirum Philander, bom 
22 May 1846, son of Gamaliel Palmer and Lydia (Bur- 
nett) Olmsted. 

He served as Sargeant of Company C, 17th Michigan 
Volunteers and held many town offices in Union City, 

She died 20 March 1898, and he died 29 March 1899. 

Children — Olmsted. 

Edward Beecher, born 8 Nov. 1869, died 7 Apl. 1872. 

Frank Palmer, born 21 Jan. 1874, died 22 Sep. 1876. 

Nirum Pearl, born 30 Jan. 1877, married 18 Aug’. 1899, 
D. Laurette Stevens. He was a clergyman. 

731. Frank George Burnett, horn 30 May 1860, 
married 23 January 1895, Isabel Dewire. They were 
married at Putnam, Conn, and had no children. He 
died 3 March 1912, at Pawtucket, R. I. 

732. Fred Nelson Burnett, bom 30 May 1860, 
married 26 August 1889, Caroline A. Coffyn, born 18 
July 1865, at Clifton Springs, Penn. 

He was a farmer and lived at Dudley and Webster, 
Mass, and died 20 February 1912 at Attleborough or Rox- 
bury, Mass. 

Children : 

856. .Kathleen Coffyn, born 16 Dec. 1890, Dudley. 

857. Dorr Theron, born 10 Jan. 1895, Webster. 

734. Emma Josephine Burnett, bom 12 May 1866, 
married 17 November 1887, at Dudley, Mass., George 
Fred, horn 8 November 1859, at Webster, son of John G. 
and Addie M. (Richardson) Harte. He was a physician 
in Webster at the time of marriage. They had no children. 



743. Jennie Abby Burnap, born 4 December 1857, 
married 2 March 1S81, at Sutton, Mass., Dexter A., born 
about 1857, at Rushford, Wis., son of John W. and Betsey 
A. Brigham. He was a farmer in Sutton when married. 

Children — Brigham : 

Maky Ethel, born 13 May 1884, married 26 Jun. 1907, 
Bertram S. Vrooman. 

Alice Minerva, born 8 Sep. 1887, married 3 Jan. 1911, 
Oscar H. Stowe. 

Minnie Ann, born 6 Sep. 1889. 

Mabel Louise, born 3 May 1891. 

John Dexter, born 30 Oct. 1898. 

746. Sarah Elizabeth Burnap, born 1 January, 
1865, married 16 April 1884, at Sutton, Alphonzo G., bom 
about 1860, Green Lake, Wis., son of John W. and Betsey 
M. Brigham, brother of the preceding. He was a farmer 
in Sutton when married. 

Children — Brigham : 

Ralph Bertram, born 2 Sep. 1886, married 5 Jun. 1912, 
Ida E. Weir. 

Bertha Gertrude, born 30 Dec. 1891, married 12 Nov. 1913, 
Maurice Warren Buck. 

747. Willard Edgar Burnap, born 26 November 
1869, married 12 June 1895, at Uxbridge, Mass., Jennie 
M., born about 1873, at Uxbridge, daughter of Israel and 
Lydia Jane (Albee) Saben. 

He was a carpenter in Northbridge at time of marriage. 

858. Ruth Maud, born 25 Jul. 1896. 

751. Harlan or Harley P. Bdrnap, born about 
1847, married 22 May 1878, Emma Avis, born about 1852, 
at Richford, Vt., daughter of James and Harriet McKin- 
ney or McKenney. He died before 1888 and she married 
4 April 1888, William W., born about 1835, at Swanton, 
Vt., son of George B. and Adelina B. Smith. 

Harlan P. Burnap lived at Richford, Vt. 

Child, born in Richford: 

859. Harlan Page, born 18 Dec. 1881. 



752. Ltjra Estelle Burnap, born 26 June 1869, 
married 1 February 1888, at Calais, Vt., Bert Harvey, 
born about 1864, at Calais, son of Harrison and Philura 
(Webber) Bancroft. He was a farmer living in Calais. 

Children — Bancroft : 

Carroll Henry, born 16 May 1893, died 9 Oct. 1897, ae. 
4 :4 :23, Calais. 

Carrie Annie, born 12 Jan. 1898. 

Louise Ila, born 11 Apl. 1899. 

Carl Burnap, born 27 Jun. 1901. 

753. Blanche Susan Burnap, born 15 October 1884, 
married 22 May 1907, Thomas William Green, born in 
Canada. They lived in White River Junction, Vt. and 
no children have been found. 

756. Vina M. Burnap, born about 1859, married 21 
August 1878, George H., born about 1853, Walpole, N. H., 
son of Charles H. and Eliza Barnes. They lived at Rock- 
ingham, Vt. 

Children, born in Rockingham — Barnes: 

Wells, born 18 May 1892. 

A son, stillborn, 27 Sep. 1893. 

760. Orrin E. Burnap, born 21 September 1856, mar- 
ried 10 February 1894, at Townshend, Vt., Flora E., bom 
18 October 1869, at Westminster, Vt., daughter of Charles 
and Lucy (Phillips) Stratton. They lived in West Towns- 

Children : 

860. Arthur Martin, born 14 Oct. 1895, died 17 Dec. 1907, ae. 

12 :2 :3, Townshend. 

861. Herbert Hugh, born 14 May 1902. 

761. Charles Herbert Burnap, born 30 October 
1859, married 18 April 1895, at Amherst, Mass., Anna 
L., born about 1867, at hforthborough, Mass., daughter of 
John and Elizabeth (Seeney) Tehan. They both worked 
in a hat factory in Amherst. 

Children : 

862. Mabel Elizabeth, born Sep. 1895. 

863. Charles Henry, born Jan. 1897. 



766. Helen Burnap, married John Irving Taylor and 
lived in Boston. Nothing more is known. 

772. Ida S. Burnap, bom about 1853, married 30 
November 1875, at Windsor, Vt., Frank William, bom 
about 1853, at Lebanon, N. H., son of Bradley and Sarah. 
(Smith) True. He was a farmer in 1875 and nothing 
more is known. 

785. ' Frederick Allen Burnap, bom 15 August 
1856, married before 1875, Mary J. Burbank of Clinton 
or Lowell, Mass. He was a die-maker in Northborough 
and Marlborough. Nothing more has been found. 

786. Myra Burnap, born 1860, evidently married a 
Gibson as appears from the Probate records of her father’s 
estate, but no record has been found. 

795. Edward Hoyt Burnap, bom about 1860, mar- 
ried 18 April 1900, at Worcester, Mass., Alta Gertrude, 
born about 1873, Wilmington, N. Y., daughter of Charles 
and Charlotte (Mighill) Thayer. He was then of North- 
borough and she of Worcester and he is called “manager” 
by profession. No children have been found. 

797. Lottie Sarah Burnap, bom 3 November 1885, 
married in 1910, John Ringland, but nothing further is 

798. Florence Jane Henderson Burnap, born 30 
May 1881, married in 1912, John Caswell, nothing fur- 
ther known. 

799. Ruth Lincoln Burnap, born 13 August 1890, 
married in 1914, Arthur Warner, nothing further known. 

802. Belle Burnap, date of birth unknown, married 
16 March 1892, George W., born 24 February 1862, son 
of Giles Wesley and Harriet (Bump) Foote. 

They lived at Mt. Morris, N. Y., and he died 15 Jan- 
uary, 1893. 

Child — Foote : 

George, born 25 April 1893, Mt. Morris. 



804. Frank Burnett, bom 23 July 1874, married 7 
June 1892, at Waltham, Mass., Electa M., born about 
1874, Boston, daughter of William and Catherine C. 
(McDonought) Lloyd. He was a clerk and laborer and 
lived in Somerville, Waltham and Everett, Mass. 
Children : 

864. Lila Estelle, born 22 Jul. 1892, Somerville. 

865. Frank W., born 22 Dec. 1893, Everett. 

808b. Arthur A. Burnap, born 25 November 1865, 
married 31 December 1891, Mary Ella, born 3 May 1875, 
at Putney, Vt., daughter of Winslow W. and Lavina A. 
(Corey) Haseltine of Salem, N. H., he being then of 
Brentwood, N. H., where he was a teamster. His wife 
died 25 August 1909 at Kingston, N. H., se 34:3:22 and 
no children have been found. 

813. Walter E. (or R.) Burnap, bom 14 May 1866, 
married 29 November 1888, at Ashby, Mass., Martba N., 
born 1867, at Ashby, daughter of Charles W. and Lucy J. 

He was a farmer and laborer and lived in East Rindge 
and Greenville, N. H. and in 1895 in Newton or Auburn- 
dale, Mass. 

Children : 

866. Grace Maria, born 11 Oct. 1889, Ashby. 

867. Lucy Mabel, born 9 Sep. 1891, Rindge. 

868. Arthur Franklin, born 5 Oct. 1893, the records give 

Rindge, Greenville and Newton as places of birth. 

869. Walter Pillsbury, born 17 Nov. 1895, Newton or Auburn- 

dale, died 21 May 1896, ae. 6 mos. 3 days, Newton. 

814. Florence Maria Burnap, born 18 November 
1863, married 1 January 1883, at Leominster, Mass., 
George W., born about 1857, at North Bridgewater, Mass., 
son of Samuel and Mary A. Newell. He was a piano 
maker and no children are known. 

815. Ernest Winfield Burnap, born 6 September 
1870, married 2 December 1896, at Ashburnham, Mass., 
Cora M., born about 1868, Swanzey, N. H., daughter of 



Otis M. and Julia (Ripley) Scott. He was a milkman 
in Ashby when married. Ho children are known. 

825. Lillian Elviea Burnap, born 10 October 1863, 
married Walter A. Hale and lived in Rindge, H. H. 

Child — Haee : 

Amy Eliza. 

827. Irving Aethue Burnap, bom 22 April 1863, 
married 20 June 1893, at Hartford, Ct., Annie, born 
about 1871, in Scotland, daughter of James and Annie 
Binnie or Burnie. He was a clergyman and lived at 
Monterey and Hatick, Mass, and at Ivoryton, Conn. 

Children : 

870. Robert Samuel, born 12 Jul. 1894, Monterey. 

871. A son, stillborn, 16 Aug. 1897, Natick. 

828. Haeriet Buenap, born in 1864, married George 
Boynton and lived in Leominster, Mass. 

Child — Boynton : 


829. Charles E. Burnap, born about 1870, married 
17 December 1900, at Fitchburg, Mass., Hellie M., born 
about 1876, in Canada, daughter of William and Mary 
P. (Herman) Cameron. He was a farmer and probably 
died before 1916 as she was then living in Lunenburg, 
Mass. Ho children are known. 

830. Kate Elizabeth Burnap, bom 1 August 1875, 
married 29 June 1899, at Fitchburg, Ernest Cushing Lu- 
ton, horn about 1875, at Ashbumham, Mass., son of David 
C. and Harriet A. (Shepstone) Whitney of Bristol, Eng- 

They lived at Fitchburg, and Gardner, Mass, and at 
Kennett Square, Penn. 

Children — Whitney : 

David Burnap, born 12 Jun. 1900, Fitchburg. 

Elizabeth Burnett, born 24 Jul. 1904, Gardner. 

Theodore Shepstone, born 1 Oct. 1906, Kennet Square. 



834. Richard Samuel Burnap, bom 12 September 
1884, married 16 October 1915, at North Egremont, 
Mass., Lillian Valerie, born 25 January 1890, at Alford, 
Mass., daughter of William Rocios and Dora Virginia 
(Stoddard) Burtiss. 


872. Lillian. 

837. Edward Burnett, bom 16 March 1848, married 
3 April 1872, Mabel, bom 9 September 1847, at Cam- 
bridge, daughter of Honorable James Russell and Maria 
(White) Lowell. 

He graduated at Harvard College in 1871 and was a 
Representative in Congress 1886-8. He lived at South- 
borough, Mass. His wife died 30 December 1898, at 
Cambridge. He married again, 25 April 1905, Ethel 
Raymond, bom about 1875, at Paris, France, daughter 
of Earl Philip and Mary Elizabeth (Raymond) Mason, 
widow of his brother Charles Cutter Burnett, No. 844 
and lives at Southborough and at Peterborough, N\ H. 
He is an architect by profession. 

Children, bom at Southborough, by first wife: 

873. James Russell Lowell, born 4 Feb. 1873. 

874. Joseph, born 28 Dec. 1874, died 31 Jul. 1909. 

875. Francis Lowell, born 31 Jan. 1878. 

876. Esther Lowell, born 7 Mar. 1879. 

877. Lois, born 26 May 1881. 

By second wife: 

878. Barbara, born 6 May 1906, New York City. 

879. Philip Mason, born 4 Jun. 1908, Peterborough. 

880. Anne Priscilla, bom 21 Aug. 1910, Peterborough. 

881. Kathleen, born 26 May 1912, Rye, N. Y. 

882. Elinor, born 9 Jul. 1913, Peterborough. 

838. Robert Manton Burnett, born 12 November 
1852, married 5 June 1885, at Southborough, Margaret 
Julia, born 3 October 1856, at Brooklyn, N\ Y., daughter 
of George Chandler and Ann (O’Connor) Hall, of Brattle- 
boro, Vt. She died 26 August 1914 and he married 4 
November 1919, Helen Louisa, born 8 September 1880, 



daughter of Daniel Webster and Charlotte (Smiley) 

He lives at Southhorough and is the manager of the 
business of Deerfoot Farm. 

Children, horn at Southhorough, by first wife: 

883. George Hall, born 15 Mar. 1884. 

884. Leila Chapin, born 17 Apl. 1886. 

885. Harry, born 28 Feb. 1892. 

841. Josephine Bttenett, bom 28 December 1856, 
married 11 October 1888, Charles W. Archbald, born 22 
July 1858, Boston, son of Henry Purkitt and Caroline 
W. (Archbald) Kidder. He had previously*married and 
was of Wellesley, Mass., at the time of his second mar- 
riage, being a banker in Boston, where they now live. 

Children : 

886. Thomas Fiske, born 2 Dec. 1892, died 30 Jan. 1893. 

887. Henry P., born 2 Oct. 1895. 

842. Esthee Buknett, born 7 July 1859, married 
11 June 1884, George Peabody, born 19 November 1855, 
son of George Augustus and Eliza Endicott (Peabody) 

He graduated at Harvard College in 1877, and they 
live in Boston. 

Children — Gardner. 

Catharine Elizabeth, born 25 Jun. 1885, married 29 Jun. 
1907, Francis Buckner Boyer. 

George Peabody, born 28 Jan. 1889, married Bose Gros- 
vener of Providence, R. I. 

844. Charles Cutter Burnett, born 28 August 
1864, married 25 October 1894, Ethel Raymond, bom 
about 1875, at Paris, France, daughter of Earl Philip and 
Mary Elizabeth (Raymond) Mason. 

He was an official of the New York, New Haven and 
Hartford Railroad and died 17 January 1900. His 
widow married his brother Edward Burnett, No. 837. 
Children : 

888. Mary, born 21 Aug. 1895. 

889. Ruth, born 18 Jul. 1897. 



846. Jofin Torrey Burnett, born 23 April 1868, 
married 13 November 1909, Phyllis, daughter of Nathan 
Abbott and Prances (Field) Aborn. He lives at South- 
borough, Mass., and was at one time Assistant Postmaster 
at Boston. 

Children : 

890. Francis, born 8 Dec. 1910. 

891. Joseph, born 14 Aug. 1913. 

847. Louisa Burnett, born 12 June 1869, married 
15 June 1892, Charles Francis, born 23 October 1864, 
at Cambridge, son of Charles Francis and Elizabeth W. 
(Carlile) Choate. 

They live at Southborough and he was educated at St. 
Mark’s School, graduated at Harvard College in 1888, at 
Harvard Law School in 1890, and is a member of the 
Suffolk Bar. 

Children — Choate : 

Charles Francis, born 3 May 1893, married 14 Jun. 1917, 
Natalie Bishop. 

Joseph Burnett, born 3 May 1893. 

John, born 13 May 1895, died 1 Aug. 1912. 

Elizabeth, born 17 Jul. 1896. 

Robert Burnett, born 7 Sep. 1898. 


848. Elinor Burnett, born 18 January 1872, mar- 
ried 21 May 1907, Ellis, born 7 March 1872, son of 
James and Harriet Romeyn (McClelland) Bishop. He 
is a clergyman and they live at Pasadena, Cal. 

Children — Bishop : 

Mary Josephine, bom 15 Mar. 1908. 

James, born 27 Mar. 1911. 

856. Kathleen Coffyn Burnett, born 16 December 
1890, married 6 July 1914, in New York City, Archie F., 
born 17 December 1890, at Medford, Mass., son of Charles 
G. and Harriet (Owen) Winter. No children are known. 

859. Harlan Page Burnap, bom 18 December 1881, 
married 5 September 1906, at Richford, Vt., Lena Elnora, 



born about 1885, at Sutton, Vt., daughter of Almon and 
Carried (Dimock) Miller. Their children, if any, are 
not known. 

873. James Russell Lowele Burnett, horn 4 Feb- 
ruary 1873, married in 1899, Harriet, daughter of Daniel 
Worden. At the request of his grandfather he changed 
his name to James Russell Lowell. 

James Russell Lowell Burnett of Southborough, born 
there 4 February 1873, desires to change his name to 
James Burnett Lowell, 8 September 1890. Worcester 
Probate Records, 2nd Series, 11079. 

He graduated at Harvard College in 1894, and is a 


892. James Russell, born 17 Jun. 1901, New York. 

874. Joseph Burnett, born 28 December 1874, grad- 
uated at Harvard College in 1897. He was unmarried 
and died 31 July 1909. 

The will of Joseph Burnett of Cambridge. To my 
brother-in-law, Edward L. Rantoul, the clock in the dining 
room at Elmwood; to my brother Francis Lowell Burnett; 
to James Russell Lowell, my nephew, named for his grand- 
father ; to my brother-in-law Stanley Cunningham ; to my 
nephew Joseph Stanley Cunningham. 4 July 1900. My 
brother James Russell Lowell Burnett executor. Wit- 
nesses: — Barbara Macauley, Annie O’Brien, James March 
Jackson. Proved 13 September 1909. 

Middlesex Probate Records, vol. 738, p. 111. 

875. Francis Lowell Burnett, born 31 January 
1878, married 12 March 1913, Helen, daughter of Charles 
Albert and Ellen (Hatfield) Read. 

Children : 

893. Frances Lowell, born 14 Jan. 1914. 

894. Ann Hamilton, born 2 May 1916. 

895. Charles Lowell, born 20 Mar. 1919. 



876. Esther Lowell Burnett, bom 7 March 1879, 
at Cambridge, married 1 June 1905, Stanley, born 20 
November 1880, son of Stanley and Mary Ann (Crebore) 
Cunningham. He graduated at Harvard College with 
the degree of A.B. in 1901. He is a civil engineer and 
lives in Milton. 

Children — Cunningham : 

Esther Lowell, born 16 Mar. 1906, Mamaroneck, N. Y. 
Joseph Stanley, born 23 Aug. 1907, Mamaroneck, N. Y. 
Charles Crehore, born 7 Mar. 1910, Mamaroneck, N. Y. 
Mary, born 5 Oct. 1913, Eye, N. Y. 

877. Lois Burnett, born 26 May 1881, married 2 
June 1904, Edward L., bom 7 February 1875, son of 
Robert Samuel and Harriet C. (Neal) Rantoul. 

Children — Rantoul : 

Mabel Lowell, born 23 Mar. 1905. 

Harriet Charlotte, born 31 Aug. 1906. 

883. George Hall Burnett, born 15 March 1884, 
married 8 April 1915, in Little Rock, Ark., Georgia, bom 
4 December 1892, daughter of George A. and Caroline 
[(Rock) Mann of that place. They live in Southborough, 

Children : 

'896. Margaret, bom 30 Jan. 1916. 

897. Kobert, born 8 Feb. 1917. 

885. Harry Burnett, 2nd, born 28 February 1892, 
married 27 March 1920, Henrietta, daughter of John E. 
Taylor of Pine Bluff, Ark., she being a grand-niece of 
President Zachary Taylor. He is in the refrigerator busi- 
ness in New York City and served as Captain in the 88th 
Division during the World War. 

885. Harry Burnett, 2nd, born 28 February 1892, 
married Marie Celeste, born 16 August 1891, daughter 
of Walter R. and Bettey (Taylor) Stauffer of New Or- 
leans, La. She died and he married 27 March 1920, 
Henrietta, daughter of John E. Taylor of Pine Bluff, 



Ark., she being a grand-niece of President Zachary Tay- 
lor. He is in the refrigerator business in Hew York City 
and served as Captain in the 88th Division during the 
World War. 

Child, by first wife: 

898. Peter, born 13 Dec. 1917. 


The notes which follow concern individuals which it 
has been impossible to assign to their proper places in 
the regular lines of the family. They are added with the 
thought that it may assist someone in the future to whom 
information, not at hand at present, may become avail- 

English Notes. 

Edward Btjrnoppe, living in 1525, is mentioned by 
his son John. 

John Btjrnoppe, born about 1525, was a resident of 
St. Helen Auckland, Durham, as he deposed in 1580/1, 
being then aged 55 years, that “About 42 years ago, when 
he was a boy, he was a ‘quorester’ in said deanery (St. 
Helen Auckland) under Dr. Strangwishe, for about 5 
years, during which time he helped to carry divers loads 
of coal coming from Kaily pitts for the use of the said 
dean,” etc. 

He again deposed, in the same suit, 28 January 1581, 
and is called John Burnop of St. Ellin Aikland, Durham, 
yeoman, aged 55 years. 

On 15 September 1602, John Burnoppe of St. Helenn 
Aucklande, aged 80 years, once more deposes and men- 
tions his father Edward Burnoppe, as one of those receiv- 
ing the tithes of St. Helen Auckland and Longe Bancke, 
and again, on 7 October of the same year, John Burnoppe 
of St. Helen Auckland, Durham, yeoman, aged 84 years. 



makes a deposition in which he mentions his father, 
Edward Burnoppe. 

Cuthbert Burnoppe, of Wingard, Durham, yeoman, 
aged 60 years, made a deposition at Durham in 1607. He 
was doubtless related to the two above mentioned. 

Mr. Burnap was master of a school in St. Clements, 
London. (Admissions to Cambridge University, 1629/30- 
1665, p. 86, pt. 11-18-22.) 

Richard Burnop, clerk, (i. e. clergyman) residing in 
East Grinstead, Sussex, appears in Sussex Wills and Ad- 
ministrations, 19 June 1698, 7 September 1698, Book 
A.10, 1596-9, and Book 2.135-259. 

Ann Burnap was married 12 February 1726/7, at 
Netteswell, Essex, to James Etgrave, he being of Wellyn 
and she of Great Amwell. She was therefore probably 
descended from Robert Burnap (No. 16). 

Sarah Burnap, also of Great Amwell, was married 5 
November 1737, at Netteswell, to Benjamin Elint of Brox- 
bourne, and may have been a sister of the last. 

The following family seems to have come from Hull, 
England, and removed to the United States, settling in 
Albany, N. Y. : 

Joseph Burnap, who had a wife, Mary. 

Children, born in England: 

Hannah, born 8 Dec. 1734. 

Joseph, born 7 May 1736. 

Mary, born 23 Sep. 1737. 

Philip, born 2 February 1739. 

Isaac, born 15 Sep. 1741. 

Thomas, born 22 Sep. 1742. 

Sarah, born 20 Sep. 1744. 

Eunice, born 18 Jan. 1747. 

John, born 4 May 1748. 

Tabitha, born 27 Oct. 1749. 

Stephen, born 25 Jul. 1751. 

Elisha, born 15 May 1753. 

Phebe, born 2 Jan. 1755. 

Elizabeth, born 8 Aug. 1756. 



Joseph Burnop, born 7 May 1736, married before 
1759, Christian Dickinson, and lived in England, prob- 
ably in Hull. 

Children, born in England: 

Maby, born 15 Oct. 1759. 

Eunice, born 27 Jun. 1761. 

Hannah, born 24 Feb. 1763. 

Christian, born 27 Feb. 1765. 

Joseph, born 17 Mar. 1769. 

Philip, born 17 Jan. 1770. 

Thomas, born 22 Jan. 1774. 

John, born 14 Jan. 1776. 

Jane, born 24 Apl. 1779. 

Philip Burnop, born 17 January 1770, probably in 
Hull, England, married, it is believed, in this country, 
12 March 1801, Mary Marshall, born 26 October 1777, 
whose parents are unknown. He was a baker in Albany, 
N. Y., where his wife died 7 February 1846. The date 
of his death has not been found. 

Children : 

Catherine Jane, born 22 Mar. 1802; married Hugh Mc- 

Mary Ann, born 20 Jul. 1804; died 1 Feb. 1880. 

Phebe, born 23 Nov. 1806 ; married George Hepinstall. 

Christian, born 21 Oct. 1808; died 28 Aug. 1887. 

Hannah, born 2 Jul. 1811; died 9 Aug. 1812. 

Joseph, born 23 May 1813 ; died 17 Dec. 1814. 

Sarah Marshall, born 16 Sep. 1816 ; married Robert 

John Dickinson, born 30 Jan. 1819. 

William Legget, born 24 Oct. 1823 ; died 16 Dec. 1882. 

John Dickinson Burnop, born 30 January 1819, mar- 
ried 14 November 1849, Susan Shaw Leonard, bom 11 
October 1822, at Chittenden, Vt. He was born in Al- 
bany, N. Y., and enlisted in the 46th Massachusetts Regi- 
ment, being mustered in 25 Sept. 1S62, and was for nine 
months accountant at Newbern, N. C. He lived in Bran- 
don, Vt., and perhaps Albany, as his wife died there 
23 May 1866, but the date of his death is not known. 



Children : 

Clara D., born 2 Oct. 1851 ; living, unmarried, 1917. 

Mary E., born 11 Jan. 1854; married 1 Mar. 1890, John 
B. Gray. She died 27 Jan. 1910. 

Julia F., born 20 Dec. 1857 ; married 23 Oct. 1895, David 
D. Potter. She died 22 Sep. 1909. 

William Leggett Burnop, bom 24 October 1823, 
married 10 August 1842, Samantha Jane, born 12 July 
1824, Westerloo, 1ST. Y., daughter of Edward R. and Clar- 
issa (Ingraham) Bolles. He lived at Utica, W. Y., and 
Rutland, Vt., and died 16 December 1882. The date of 
his wife’s death is unknown. 

Children : 

William Legget, born 16 Aug. 1843 ; died 17 Aug. 1843. 

William M., born 30 Mar. 1845 ; died 20 Nov. 1914. 

Augustus, born July 1848 ; died 10 Apl. 1906. 

Frances, born 17 Sep. 1851; died 1 Aug. 1852. 

Mary Frances, born 12 Aug. 1852 ; married an unknown 
man 27 Nov. 1873. She died before 1916. 

Alma B., born 14 Nov. 1854 ; married 18 Dec. 1873 or ’78 
a man named Hawley, and was living in 1916. 

Philip, born 3 Jun. 1856 ; married an unknown woman 
1 Jan. 1879. They had one son and several daughters 
and he died before 1916. 

Jane, born 7 Aug. 1858 ; died before 1916. 

Edward R. Bolles, born 17 Apl. 1861. 

George M., born 8 Mar. 1865 ; died before 1916. 

Augustus Burnop, born July 1848, was married to 
an unknown woman 20 June 1872. They had two sons, 
one of these died and the other disappeared about 1913 
or 1914. He died 10 Apl. 1906. 

George M. Burnop, born 8 March 1865, married at 
Stamford, Vt., 17 September 1883, Florence Adell, born 
about 1863, at Worth Adams, Mass., daughter of Lyman 
and Mary (Jackson) Baxter or Bassett. He lived in 
Walpole, Mass., where he was employed as freight agent, 
and he died there before 1916. 



Children, born in Walpole: 

William Leggett, born 10 May 1893. 
Florence Adell, born 21 Apl. 1894. 

American Notes. 

Burnap married Philinda, bom about 1799 at 

Westminster, Vt., daughter of Robert and Mary (Perry) 
Miller. She died 30 Nov. 1877 at Newfane, Vt., a widow, 
aged 78 years. (Vermont Vital Records.) 

Burnap married Maria, born 23 Mar. 1805, 

whose mother was Mary Ward and lived in Hartford, 
Conn. (Ward Genealogy.) 

Burnap married Barbara, born 10 Dec. 1806, 

daughter of Amos and Sarah (Abbott) Dewey. The 
mother was bom in Eastbampton, Conn. (Dewey Gene- 

Burnap married 2 May 1852, at Ludlow, Vt., 

Ellen M., born about 1829 at Plymouth, Vt., daughter of 
Stephen and Eleanor (McColleon) Weston. She died 
1 Jun. 1862 at Cavendish, Vt., aged 32:10:2, at which 
time her husband was still alive. (Vermont Vital Rec- 
ords. ) 

Burnap married Loretta P., born about 1833, 

at Sunapee, N. H., daughter of Moses and Dulcema 
(Kempton) Walker. She subsequently, 25 Sep. 1877, 
married at Chicopee, Mass., William L. Brown of War- 
wick and Providence, R. I. (Mass. State Records.) 

Burnap married Fanny O., born about 1844, 

at Adams, Mass., daughter of Nathan G. and Esther 
(Pratt) Hathaway. She, being then of North Adams, 
married at Pittsfield, Mass., 3 Jun. 1885, as his second 
wife, Oliver L. Wood of the latter place. (Mass. State 
Records. ) 

Burnop married Clara D., whose family name 

does not appear. They lived at 43 Carver Street, Bran- 
don, Vt., in 1915, according to the local directory. 



Aurilla Burnap married Frank Wood. They lived 
at Sherbrooke, P. Q., and their daughter, Elizabeth, horn 
in that place, married 3 Jan. 1872, Nathan A. Aldrich. 
(Vt. Vital Records.) 

Charles H. Burnap and his wife Sarah J. lived in 
Plainfield, Vt., in 1915, he being a carpenter, as appears 
from the local directory. 

David P. Burnap married 26 Feb. 1843, at Brandon, 
Vt., Minerva Hedgeship of that place. (Vt. Vital Rec- 

Elizabeth Burnap died 23 Mar. 1867, aged 94, at 
Brattlehoro, Vt. (History of Brattleboro. ) 

Ella Burnap was a member of the Brick Church, New 
York City, 1818. (Brick Church Records.) 

Edward L. (in other records G. or C.) Burnap, horn 
in Vermont or Ware, N. H., and a merchant living in 
Adams, Mass., married Frances (Fannie) 0., daughter 
of Charles and Amelia (Adams) French. 

Children, born in Adams: 

Charles G., born 10 Nov. 1859. 

Horace E., born 39 May 1861. 

Pauline, born 3 Jun. 1867. 

A son, 21 Oct. 1871. 

(Mass. State Records.) 

Edwin V. Burnap, estate administered 11 Jul. 1877. 
(Index of Administrations, vol. 13, p. 114, Albany, N. Y.) 

Elizabeth Burnap married Reed Lucia and lived at 
Vergennes, Vt. 

Child — Lucia : 

Emily Wheelock, born about 1877; married 26 Sep. 1900, 
at Vergennes, William Harris Tliayer, born at Fair 
Haven, Mass., and a physician at Falmouth, Mass. She 
was of Montpelier at the time of her marriage. (Vt. 
Vital Records.) 



Edwaed Burnap lived at North Adams in 1879. (See 
Josiah below.) (North Adams Directory.) 

Erving Burnap, who graduated at Amherst College in 
1888, was a clergyman in Pelham, Mass. (History of 
Pelham. ) 

Esther Burnap married John Warren, born in Mont- 
gomery County, N. Y., son of John Warren and Hannah 
(Corbin) Stanton. He was a member of the Iowa Legis- 
lature. ( Stanton Genealogy. ) 

Fannie, horn 26 Sep. 1852, married 6 May 1874, 
William H. Day of Springfield, Mass. 

Frank A. Burnap, horn at Norwich, Conn., married 
Jennie M. Sherman, horn in England. They lived in 
Chicopee, Mass. 

Children : 

Marion E., born 16 Mar. 1889. 

A daughter, born 30 Dec. 1892. 

(Mass. State Records.) 

George Burnap married Martha M., born in 1800, 
daughter of John Seward, Jr., of New Jersey. 


Samuel. He was probably the Samuel L. Burnap who 
married 10 Aug. 1852, in Chicago, 111., Ruth Holmes, 
although her name is also given as Ruth H. Sheppard. 

Hannah Burnap (Burnet) married 29 Jul. 1766, at 
Andover, Mass., being then of Reading, Mass., Joshua 
Stevens of Andover. 

Children — Stevens : 

David, born 23 Dec. 1767, at Andover. 

Elizabeth, born 16 Sep. 1771, at Andover. 

(Reading and Andover Vital Records.) 

Harriet W. Burnap, married 21 May 1835, Alfred S^ 

Children, born in Westhoro, Mass. — Bryant: 

Alonzo King, born 10 Aug. 1837. 



George Alfred, born 17 Feb. 1840. 

A child, born 4 Apl. 1845 ; died 13 Apl. 1845, ae. 9 days. 

(Westborough Vital Records.) 

Henry A., born 23 Mar. 1847. 

Harriet 1ST. Burnap married 31 Aug. 1845, Amos, 
born 6 Jun. 1823, son of Amos and Haney H. (Bartlett) 
Gould, of Moline, 111. She was of Hanover, N. H., and 
he of Lyme, N. H. They had two children. (Gould 

Helen Gertrude Burnap, horn 15 Oct. 1840, married 
3 Jul. 1861, John Roberts Cole, born 4 Nov. 1832. She 
was born in New York City and they lived in Brooklyn, 
while he carried on a trucking business in New York. 
She died in Brooklyn 3 May 1887, and he died there 
23 Nov. 1903. (Cole Genealogy.) 

Joseph Burnap (Burnep) married 2 Sep. 1787, Mary 
(Polly) Tucker, born in Wilmington, Mass. They lived 
in Warner, N. H. In the notice of intention of marriage 
he is called “Joseph 3rd.” 

Joseph Burnap of Reading was a Corporal in Captain 
John Bacheller’s Company of Minute Men, Colonel Eben- 
ezer Bridge’s Regiment, which marched on the alarm 
19 Apl. 1775, etc. 

He may be the Private Joseph Burnap who appears on 
the Pension Lists in Merrimac Co., N. H., with an an- 
nual allowance of $80. Also among sums received, Pen- 
sion Roll 18 Eeb. 1833, ae. 75, $240. Massachusetts 
Continental Line. 

Children, horn in Warner, N. H. : 

Joseph, born 23 Jun. 1788, died 11 Dec. 1863, Warner. 

John, born 20 Nov. 1791. 

Polly, born 1 Oct. 1795. 

Sally, born 15 Mar. 1808 ; died 22 Jul. 1862, Warner, ae. 

53, unmarried. 

Joseph Burnap, horn 23 June 1788, married 23 May 
1815, Sampore (Tamesen?), born about 1791, Warner, 
N. H., daughter of Asa and Tamesen Putney. They lived 



in Warner, where she died 13 Apl. 1858, ae. 66:9:7, and 
he 11 Dec. 1863, ae. 75:6:0. (1ST. H. Vital Records.) 

Joseph Buenap had a wife named Hannah, born about 
1784, who died 25 Apl. 1844, ae. 60, a widow, at Salem, 
Mass. She was born at Reading, Mass., and they lived 
there. (Mass. State Records and Salem Vital Records.) 

John Buenap married 13 Feb. 1806, at Orange, Vt., 
Polly Peake, both being of that place. (Vt. Vital Rec- 

John Buenip married 13 Aug. 1809, at Middleburv, 
Vt., Mary Denlid of that place, and they lived there. 
(Vt. Vital Records.) 

P. Buenap married Almira Morton and “she that was 
Almira Morton’s child named Cyrus (sic) died 4 May 
1852.” (H. E. Hist, and Gen. Register, 1917, p. 55, 

Middlebury, Vt., Deaths.) 

John A. Buenap married 13 Feb. 1842, Ann Still and 
lived in Bennington, Vt. (Vt. Vital Records.) 

Joseph Buenap had a wife named Sybil. Child: 

Charles G., born about 1825, married 10 Aug. 1846, Mary 
M., born about 1826, daughter of Stephen and Sarah 
Jones. He was a cabinet maker and may have been 
born in Brandon, Vt., but was married in Lowell, Mass. 
(Mass. State Becords.) 

John G. Buenap married Cornelia, born about 1818, 
daughter of William and Sally (Boughton) Brockway. 
He was the proprietor of the Morgan House at Water- 
ford, 1ST. Y. 

Children : 

Anna, married J. B. Enos of Waterford in 1887. 

Ida (see below). 

Cora, unmarried, lived at Waterford. 

Eva, married George Dunlap and lived in Troy, N. Y., in 

Ida Buenap married Edward C. Bullard. They lived 
in Schenectady and Schuylerville, H. Y. 



Child, born in Schenectady- — Bollard : 

Elizabeth S., born about 1874, married 7 Mar. 1899, Robert 
B. Lansing. 

(Bouton Genealogy, Vt. Vital Eecords. ) 

Jane Bornap, born about 1827, who may have been 
a daughter of Uzziah C. Burnap (No. 375), married in 
Lowell, 29 Aug. 1848, Frederick W. Tuxbury of Dracut. 
She was of Lowell, where he was a merchant. He was 
bom in Norwich, Vt. 

Child — Tuxbury : 

A daughter, born 27 Aug. 1849, at Belvedere (Lowell), 
Mass. (Mass. State Records.) 

John S. Burnett married Mary L., whose family name 
is not known. They lived at Jefferson (Holden), Mass., 
where he died 9 August 1895. 

Mary L. Burnett represents that John S. Burnett of 
Jefferson (Holden), Mass., died 9 Aug. 1895, leaving 
John S. Burnett, jr., James W. Burnett, Isabella Burnett, 
Mary Burnett, Grace Burnett, Edward Burnett, Sarah 
Burnett, Francis Burnett, all his children, and Mary Bur- 
nett, widoiv, who prays that administration be granted, 
15 Aug. 1895. (Worcester Probate Records, 2nd Series, 

John Burnap married Kate E., whose family name is 
not known. He was born in Ludlow, Vt., and lived in 
Fitchburg, Mass., and his wife was born in Ashburnham, 

Child : 

Mary Emma, born 1861; died 1 Sep. 1867, ae. 5:11:0. 
(Mass. State Eecords.) 

It appears probable that this is the record of birth of 
the fourth child of the following couple and that the 
wife’s name was Kate Eliza Daby or Derby. 

John Burnap, married 4 August 1854, Eliza Daby 
(Derby), born in Ashburnham or Fitchburg, while he 
was born in Lndlow, Vt. They were recorded as of Win- 



chendon, Mass., were married at Petersboro, N. H., and 
resided at Fitchburg, Mass., where he was a teamster as 
well as a physician and surgeon. At the time of the 
birth of the son John L. they are called of Westminster, 
Vt., and of Rutland at the time of his death. 

Children, all recorded as born in Fitchburg but the 
last, who was born at Ludlow, Vt. : 

A son, born 13 Sep. 1856. 

Charles E., born 1857. 

Emma Jennett, born 11 Jun. 1859. 

Marietta, born 12 Jan. 1861. 

Sarah Antoinette, born 8 Nov. 1862. 

Nellie, born 2 Oct. 1864 ; died 25 Oct. 1864, ae. 23 days. 

Henry Edward, born 30 Apl. 1866. 

John L., born 1 Mar. 1868 ; died 1 Nov. 1868, ae. 8 months. 

Frank Scott, born 19 Aug - . 1869 ; died 27 May 1879, ae. 


Ida Bell, born 28 Jul. 1871. 

Thurbut B., born 23 Oct. 1873. 

Herbert H., born 24 Oct. 1876 ; died 30 Oct. 1873, ae. 

3 :0 :21 ( ?) 

Alice M., bora about 1876 ; died 1 Apl. 1878, ae. 1 :9 :0. 

Lillie Ella, born 23 Jan. 1879; died 1 Sep. 1880, ae. 1:2:0. 

William A. 

Charles E. Bttrnap, bom about 1857, married 29 May 
1878, at Fitchburg, Nellie F., born about 1861 at Little- 
ton, Mass., or Westminster according to the marriage rec- 
ord, daughter of Rufus F. and Lucy A. Perkins. She is 
said to have married again, at which time she is said to 
have been born at Princeton, Mass., at Ashburnham, Mass., 
6 or 28 November 1890, Frank E., born 1869 at Royal- 
ston, Mass., son of George E. and Mary J. Page, he being 
a laborer of Townsend, Mass. If this be true she must 
have been divorced from Mr. Burnap as he married 29 
November 1890, Ella G., born about 1872, daughter of 
Charles R. and Sarah J. Fletcher of Burlington, Vt., his 
wife being then of Greenville, N. H., and he of Hills- 
boro, N. H. They lived at New Ipswich, N. H., and 
there is no record of children, but they were divorced 
1 November 1894 at Hillsboro. 



He was a wood-turner by trade. He married for life 
third wife, 24 May 1900, at Fitchburg, Maybelle L., bom 
about 1874 at Fitchburg, daughter of Davis W. and Mary 
M. (Daby) Saunders, she having been previously divorced. 

' Child, by first wife: 

Jennie Etta, born 12 Jan. 1879, at Fitchburg; married 
9 June 1900 at Fitchburg, Leon H., born about 1877 at 
Athol, Mass., son of Daniel and Mary (Haskins) Cross- 
man. He was a brakeman. 

Emma Jennett Burnap, born 11 June 1859, married 
15 Feb. 1879, at Ashburnham, Mass., Elbridge, born about 
1859 at Ashburnham, son of Lorenzo and Betsey (Derby) 
Smith, he being of Ashburnham and she of Fitchburg. 

Henry Edward Bttrnap, born 30 Apl. 1866, married 
6 Dec. 1892, Elizabeth, born about 1868 at Troy, N. Y., 
daughter of Robert and Henrietta (Kramer or Kremer) 
Hager, who had previously married a Landers. They were 
married at Clinton, Mass., or at Northampton, as it is 
recorded in both places, he being of Northampton and 
she of Clinton. He was a car-inspector. 

Ida Bell Burnap, born 28 July 1871, married 11 
March 1890 at Fitchburg, William H., born about 1869 
at Fitchburg, son of Samuel and Clara S. Lang. He was 
a clerk. 

William A. Burnap, bom in Ludlow, but date un- 
known, married 20 Nov. 1886, at Fitchburg, Angeline, 
bom about 1864 at Montreal, daughter of John and Lo- 
vina Gould. (Mass. State Records.) 

J os i ah Burnap was living on Main Street, North 
Adams, in 1879, as was Edward Burnap. (See above). 

(North Adams Directory.) 

James Burnap, born in Vermont, married Grace How- 
ard, bom in New Hampshire, and lived in Burlington, 
Vt., where she was at 412 St. Paul Street according to the 
1916 Directory. 



Children, born in Burlington: 

May, born 1 'Feb. 1908. 

Grace, born 1 Feb. 1908 ; died 3 Jul. 1908, ae. 5 mo. 2 dys. 
(Vt. Vital Records.) 

Lydia Burnap, married 22 Nov. 1764, being then of 
Beading, Mass., Asa, perhaps born 17 December 1735, 
if so son of Joseph and Abigail (Hosmer) Hayward. 

Children — Hayward : 

Lydia, born 21 Dee. 1765 ; died Jun. or 24 Jul. 1849, ae. 85. 

Mary, born 10 Jul. 1767 ; died 26 Jan. 1808, in Conn. 

Mehitabel, born 4 Aug. 1769. 

(Hayward Genealogy and Danvers Vital Records.) 

Lemuel Burnap bad a wife Hannah. Child : 

Dolly, born about 1766 ; died 28 Nov. 1861, ae. 95 :6 :0, at 
Thetford, Vt. (Vt. Vital Records.) 

Levi Burnap married February 1814, Lena May Merri- 
field, who was of Newfane, Vt., and they lived in New 
Hampshire. (Newfane, Vt. Vital Records.) 

Louisa Burnap married 5 Apl. 1821, Asa Chapin. He 
married again, 5 Oct. 1826, Esther Bishop. (Coventry, 
Conn. Vital Records.) 

Luther Burnap of Thetford, Vt., had a wife Susan. 

Robert, born 6 Jan. 1862, at Thetford. 

(Vt. Vital Records.) 

Lucy Burnap married 4 Aug. 1840, at Montpelier, Vt., 
Joseph Reed. (Vt. Antiquarian, vol. 1, p. 116.) 

Lura Burnap married 28 Oct. 1850, Svlvester Austin 
of Lebanon, N. H. She was of Plainfield, N. H. (N. H. 
Vital Records.) 

Lydia A. Burnap, born about 1828, married 13 Mar. 
1853, at Ludlow, Vt., Lysander S. Whitney (or Whit- 
comb) of Fitchburg, Mass. She died 22 Jan. 1890 at 
Chester, Vt., ae. 61:8:13. 



Child — Whitney : 

Elmer D., born 9 Jun. 1864, Townshend, Vt. 

(Ludlow Vital Eecords.) 

Lydia Burnap, born 27 May 1840 at Reading, Mass 
(Danvers Vital Records.) 

Lyman Burnapp, born in Williamstown, Mass., and a 
laborer at Adams, Mass., had a wife Lydia, born in Ver- 

Child, born in Adams: 

Walter E., born 9 Jun. 1863. 

(Mass. State Eecords.) 

Lydia Burnap, late of 192 Dartmouth Street, Boston, 
died at Somerville, Mass., 13 Oct. 1921, Albany, 17. Y. 
Papers were requested to copy. (Daily Papers.) 

Mary Burnap, the date of whose birth is unknown, 
married 26 Sep. 1748, at Scotland, Conn., Samuel, bom 
2 May 1710, son of Robert and Mary (Reed) Hebard 
(Hibbard) of Wenham, Mass., and Windham, Conn. She 
was dismissed to the Scotland Church from other churches 
18 Sep. 1748, and he was an original member of that 
church, 22 Oct. 1735. She died 8 Apl. 1809, and he died 
29 November 1792. He had previously been married 
17 January 1738 to Mary or Lydia Kingsley, who died 
16 Apl. 1747. 

Children — Hibbard : 

Abel, born 12 Oct. 1749 ; died in the Bevolutionary War. 

Mary, born 22 Nov. 1750. 

Lucy, born 27 Jan. 1753; married Zebulon Hibbard. 

Asa, born 3 Oct. 1755. 

Diah (Jedediah?), born 29 Jun. 1757. (1756 Windham 


Lyman, born 5 Jun. 1760. 

Milan, born 30 Jan. 1762. (William in Windham Eecords.) 
(Bailey’s Conn. Marriages; Tucker Genealogy.) 

Martha Burnap, born about 1719, married 26 Dec. 
1738, William, born 16 Oct. 1714, son of Col. William 



and Jane (Cleveland) Ward. He died 12 Jan. 1756 at 
Southboro, Mass., in his 42nd year, having been a resi- 
dent of that place and a deacon in the church. His will 
was dated 29 Mar. 1755. She married again, 5 Apl. 1764, 
James Draper, born about 1719, of Spencer, Mass., who 
died 2 Mar. 1781 in his 62nd year, while she died 
25 Feb. 1791 in her 93rd year, at Spencer. She had no 

(Southhoro Vital Records; Spencer Vital Records; 
Ward Genealogy; Cleveland Genealogy.) 

Mary Calvin Burnap married 26 Oct. 1806 , at Bol- 
ton, Conn., Otis Freeman. 

Child — Freeman : 

Frederick, born about 1812, Bosworth, Conn. ; died 6 Jan. 

1894 at Hartford, Conn. 

(N. E. Hist, and Gen. Kegister, vol. 54, p. 85.) 

Maby Burnap married 22 Jan. 1815, Henry Russell. 

Child — Russell : 

Mary Ann, born 4 Dec. 1815. 

(Beading Vital Becords.) 

Maby Ann Bubnap, horn 12 Dec. 1808, at Lancaster, 
FT. H. (FT. H. Vital Records.) 

Martin Bubnap, bom about 1816, died 1864 at Towns- 
hend, Vt., ae. 48. (Vt. Vital Records.) 

Mary Ann Bubnap, born about 1817, married 25 Apl. 
1833, Halford, horn 24 Dec. 1811, son of Elijah and 
Anna M. (Helson) Forbush, she being of Westboro and 
Tie of Hpton, Mass. She died 5 Dec. 1838, and he died 
16 Aug. 1839. 

Child — Forbush : 

Calista M., born 19 Jun. 1833 ; married 27 May 1852, 

Luther B. Aldrich, and lived at Benson, Minn. She died 

10 Oct. 1887. 

(Upton and Westboro Vital Becords, Forbes-Forbush 
, ! Genealogy.) 



Mary Ann Btjrnap married 20 Jun. 1830, Joseph 
Hastings ,Jr. (Millbury, Mass., Vital Records.) 

Mary Burnap married 20 Nov. 1839, Joseph C. Mor- 
rison at Bradford, Vt., both being of Fairlee, Vt. (Vt. 
Vital Records.) 

Mahitabel M. Burnap married 30 Dec. 1849, at Lud- 
low, Vt., J. W. Warner, both being of that place. (Lud- 
low Vital Records.) 

Melinda Burnap married Eri Franklin and lived at 
Townshend, Vt. 

Child — Franklin : 

Addie M., born about 1852, married 25 Dec. 1874, Frank S. 

Livermore of Townshend. 

Myra Eldora Burnap, born 1 Oct. 1858, at East 
Brookfield, Mass., married 6 Oct. 1880, at Springfield, 
Mass., Byron W. bom about 1857 at Harvard, 111., son of 
Horace W. and Emily A. Worden of Springfield. He was 
a merchant. (Mass. State Records.) 

Mary Merrill Burnap, Petition of John E. Merrill 
of Aintab, Turkey, and others for partition of real estate 
in Newbury port, tenants in common, one ninth part each. 
Signed by J ohn E. Merrill, Mary Merrill Burnap, George 
Plumer Merrill. (Essex Probate Records, vol. 660, p. 

Nelson Burnap married Mary, bom Feb. 1815, daugh- 
ter of John and Polly (Stanton) Tracy of Charlestown 
and Hamilton, N. Y. (Stanton Genealogy.) 

Nancy Burnap married 16 Jan. 1837 at Ludlow, Vt., 
Loamie Severance of Claremont, N. H., she was of Lud- 
low, Vt. (Ludlow Vital Records.) 

Philip M. Burnap married Annie Everhart. Index of 
Administrations, N. Y. The estate of Philip M. Burnap,. 
administrator, 13 Feb. 1846, vol. 7b, p. 294. 




Jane Oswald, married 22 Jun. 1900, Lewis Enders, born 
28 Apl. 1885, at Minneapolis, Minn., son of Franklin, 
and Wineford (Allen) Aspinwall of Albany, N. Y. She 
was adopted by Thomas Oswald and Mary Frances (Bur- 
nap) Spencer of Albany. (Aspinwall Genealogy.) 

Sabah Burnap married 2 Feb. 1738, at Hopkinton, 
Mass., Ebenezer Brag, born about 1699. He was of 
Shrewsbury, Mass., and died 4 Sep. 1766 in his 67th year. 

Children — Brag : 

Ebenezeb, birth recorded 5 Nov. 1738. 

Benjamin, born 24 Nov. 1738 ; died 10 Sep. 1760, in his 
22nd year “in the King’s Service.” 

Zerviah, born 1 Mar. 1739/40. 

John, born 26 Apl. 1741 ; died 31 Oct. 1745. 

Nathaniel, born 13 Mar. 1742/3 ; died 12 Nov. 1745. 

Timothy, born 3 Oct. 1744 ; died 6 Nov. 1745. 

John, born 9 Mar. 1745/6; died 24 Sep. 1819, ae. 74. 

Nathaniel, born 18 Jun. 1747. 

Sarah, born 15 Dec. 1748 ; died 7 Nov. 1751, 3rd year. 

Timothy, born 20 Jan. 1750/1. 

Sarah, born 3 Apl. 1753 ; died Apl. 1832, ae. 79. 
(Shrewsbury Vital Records.) 

Sarah Burnap married Charles, born about 1784, 
Charlestown, H. Y., son of Eliphalet and Lois (Tracy) 
Coburn. He was a fifer in the War of 1812, and lived 
at Collins, Erie County, 1ST. Y. He died 1854 and she 
died 1869. 

Children — Coburn : 

Alonzo, born 13 Jan. 1812 ; married 13 Jan. 1839, Polly 
Pidena Parker of Hanover, N. Y. He was born at 
Aurelius, N. Y., and died 26 Sep. 1883. 

Jacob, died 1846. 

George, was missing after a battle in the Civil War. 

Louisa, married John Peabody. 

Jane, born 20 Apl. 1822; married Christopher P. Briggs. 

Fidelia, born 10 Nov. 1822 ; married Royal Platt and a 

Maria, married Charles Agard. 



Henry, died in an army hospital. 

Milo, married Harriet Hopkins. 

Rosetta, married 9 May 1850, Edgar L. Spencer of 
Quincy, 111. 

Ellen, married John J. Carter of Chicago, 111. 

(Colburn Genealogy.) 

Sarah Burnap married 28 Feb. 1853, as his second 
wife, Daniel, born 23 Sep. 1793, son of Peter and Eliza- 
beth (Sargent) Sargent. He had previously married, 
25 Dec. 1817, Deborah Foss at Charlestown, Mass., and 
lived in Hew London, N. H., being a blacksmith by trade. 
He removed in 1825 to Sutton Mills, N. H. His wife 
Sarah died 11 Oct. 1868, and he married a third time, 
13 Dec. 1869, Mrs. Mary (Harvey) Hope and died 18 
Apl. 1876 at North Village, N. H. There were no chil- 
dren by his second marriage. (Sargent Genealogy and 
History of New London, N. H.) 

Susan M. Burnap married 26 Apl. 1838, Samuel W., 
born 28 Dec. 1814, son of Noyes and Asenath (Whitney) 

Child — Bryant : 

Augusta Maria, born 21 Sep. 1838. 

(Westboro, Mass., Vital Records.) 

Silas Allen Burnap married Sally Miller Newhall. 

Children : 

Marius O., born 14 Mar. 1844. 

Silas Allen, born 13 Jul. 1845? 

Marius 0. Burnap, born 14 Mar. 1844, married 8 Nov. 
1871, at Chester, Ohio, Ida Luella, born 8 Mar. 1852 at 
Chester, daughter of William P. and Rosanna (Reckard) 
Morse. They lived at Summer, Meigs Co., Ohio, and she 
died 17 Feb. 1876 at Burnap Farm, Orange Township, 

Children : 

Sallie Rosa, born 14 Aug. 1872, at Burnap Farm. 

Herbert Morse, born 24 Jul. 1874; died 24 Oct. 1875. 



Silas Allen Burnap, born 7 July 1845, in Meigs 
County, Ohio; married 8 June 1872, Julia G., born 13 
August 1845 in Salem, Ohio, daughter of Emm or W. and 
Eliza (Brenneman) Weaver of Philadelphia, Penn. He 
was Presiding Attorney of Meigs County, Captain of the 
7th Ohio Independent Battery of Light Artillery, and in 
1873 lived in Kern County, California, where he had a 
ranch of 400 acres and also a drug store at Bakersfield, 


Christine, born 20 Jul. 1882. 

Jean Dell, born 7 Aug. 1884. 

(Sharpless Genealogy.) 

Sidney R. Burnap married 19 June 1907, Katharine, 
born March 1844, daughter of F. H. and Mary R. 
(Olmsted) Goldthwait of Springfield, Mass. He lived at 
Windsor Locks, Conn., and was a physician. The date 
of his wife’s death does not appear, but he married again 
at an unknown date, Clarissa A., daughter of Hannibal 
and Julia A. (Ferry) Converse of Windsor Locks. On© 
of his wives was living there in 1916, at which time Mary 
Bumap was also listed in the directory, who was prob* 
ably a daughter. 

(Olmsted Genealogy and Converse Genealogy.) 

Sophia P. Burnap and Daniel Fisher were appointed 
conservators in the place of Daniel Fisher incapacitated 
by age, 23 May 1901. (Suffolk, Mass., Probate Records, 
vol. 792, p. 510.) 

Thomas Burnap with a wife, Martha, living in Eng- 


Nicholas, born about 1813, married 10 Sep. 1860, Emma 
Edmundson, ae. 32, born in England. He died 26 Sep* 
1872, ae. 59 :6 :11, at Lawrence, Mass. 

(Mass. State Eecords.) 



Tracy Btjrnap married Matilda Bixby. 


Ophelia Catharine, born 2 Nov. 1855, at Hornby, N. Y. 
She married 24 Dec. 1879, Charles Franklin, born 15 
Jun. 1840, at Conklin, N. Y., son of William McKendree 
and Christina C. (Mesick) Park of Corning 1 , N Y. 

Children — Park : 

Mackey Mills, born 27 Oct. 1880 ; died young. 

Margaret Louise, born 15 May 1884. 

Olive Ingraham, born 16 Apl. 1886. 

(Parkes of Connecticut Genealogy.) 

Thomas P. Burnap, horn 1866; married Cora B. 
Abbot, born 1866 at Concord, bT. H. He was born in 
Lowell and lived at Manchester, N. H., where he was a 

Children, born in Manchester, except the first in 
Chicago : 

William Abbott, born 1890 ; died 1890 ; died 28 Sep. 1898, 
ae. 8:11, in Manchester, N. H. 

Philip, born 14 Aug. 1891. 

A child, born 16 Aug. 1895 ; died 18 Aug. 1895, ae. 1 day. 

Russell Hilder, born 4 Apl. 1898. 

Ralph Heath, born 25 Jan. 1900. 

(N. H. Vital Records.) 

William Burnap, married 29 Oct. 1819 , Margaret 
Bock. He lived at Vergennes, Vt. 

Child, probably: 

Juliana, married 31 Dec. 1845, Mader Brough of St. Johns, 
Canada. (Vt. Vital Records.) 

Wilder Luke Burnap married Fannie Castle; he was 
born in Essex, 1ST. Y., and she in Burlington, Vt. In the 
birth records of the sons bom in 1880 and 1883 his wife’s 
name is given as Olive Castle of Clinton, 1ST. Y. and as 
Fanny L. Castle of Burlington, Vt. In one record he is 
said to have been born at Canjoharie, bT. Y. He gradu- 
ated at Dartmouth in 1863 , entered the law office of 
Wales & Taft of Burlington, was admitted to the bar in 
1886 , was Professor of Medical Jurisprudence at the 
University of Vermont, State Attorney in 1872 , and State 



Senator in 1882. He lived in Charlotte, Vt., and although 
the name is given as “W. S.” it was probably he who was 
Registar of Probate at Charlotte in 1865. 

Children, horn in Burlington: 

Robert, born 20 Sep. 1872. 

Julian R., born about 1874; died 25 Nov. 1877, ae. 3:0:22, 
at Burlington. 

A son, born 4 Aug. 1880. 

A son, born 5 Aug. 1883. 

(Chittenden County, Vt., History. 

Walter Burnup or Burnip was a carpenter in New- 
huryport, Mass., from 1889 to 1892, hut was not there in 
1897. (Newburyport Directory.) 

War Records. 

The following military records have been found, but it 
has not been possible to connect them with names men- 
tioned in the foregoing pages : 

Asa Burnap, Jr., a resident of Dover, enlisted 8 Sep- 
tember 1864, and was mustered out 14 July 1865, Com- 
pany E, 7th Regiment. 

Charles Burnap, a resident of Calais, enlisted 7 July 
1862, and served until 24 June 1865, Company H, 11th 
Regt. Vermont Volunteers, War of the Rebellion. 

Jabez Barnap, Captain of a Company of Militia, Col. 
Drury’s Regt. from Massachusetts to West Point, 20 No- 
vember 1783. (Mass. Revolutionary Rolls, I, 52.) 

| Captain Timothy Bush’s Company,. 

John Burnap J 
(Vermont Revolutionary Rolls.) 

Maj. Whitcomb, 21 January 1780. 

There are also a number of the Burnett name on the 
military records, but as they cannot certainly be connected 
with the Burnap-Burnett families, it has seemed best to 
omit them. 

Owned by Si I s bee , Pickman & Allen. 


By Geoege Gkanvilee Putnam. 

( Continued from Volume LXI, page 152.) 

Ship Sumatra — Captains, Josiah Dudley, Nathaniel 
Joshua Kinsman, George W. Abbott, John Mullin and 
Benjamin P. Clough. 

Ship Witchcraft — Captains, William C. Rogers and 
Josiah Dudley. 

Ship Shirley — Captains, Nicholas T. Snell, George W. 
Abbot and Charles H. Allen, Sr. 

Ship Ianthe — Captain, Daniel Woodbury. 

Ship Columbia — Captain, Edward A. Silsbee. 

Ship Thomas Perkins — Captains, William C. Rogers, 
and William Bentley Graves. 

Ship Augustine Heard — Captains, Charles Huntington, 
George W. Abbot, John A. Phipps and Captain Hopkins. 

Ship Australia — Captains, William J. Chever, Nicholas 
T. Snell, William H. Clough, Nathaniel J. Kinsman and 
Josiah Dudley. 

Ship Rome — Captains, Josiah Dudley and Samuel R. 

Ship Syren — Captains, George Z. Silsbee, Edward A. 
Silsbee and Charles H. Allen, Sr. 

Ship Mindoro — Captains, Charles H. Allen, Jr., Ben- 
jamin Oliver Reynolds, Stephen P. Bray, Henry Gard- 
ner, Daniel H. Hutchinson, W. Frank Powars, Joseph 
Warren Luscomb, Charles Beadle, and Benjamin C. 

Ship Formosa — Captains, A. D. Cobb, Charles H. 
Allen, Jr., and Benjamin Oliver Reynolds. 

Ship Panay — Captains, Stephen P. Bray and Joseph 
Warren Luscomb. 

Ship Ocean Rover — Captain, Joseph W. Willcomb. 
Ship Eliza Ann — Captains, William J. Chever, Josiah 
Dudley, Samuel R. Curwen and William G. Nutting. 
Barque Sappho — Captain, Richard D. Rogers. 

Barque Borneo — Captains, Charles H. Rhoades and 
Brackley R. Peabody. 

( 321 ) 



Barque Europa — Captain, Samuel Hutchinson, Jr. 

Brig New York — Captain, James B. Boswell. 

George Henry Allen. 

George Henry Allen, to whom the writer has been 
greatly indebted for assistance in preparing these sketches 
of the ships and merchants of Salem, was the junior mem- 
ber of the mercantile firm of Silsbee, Pickman & Allen, 
was born in Salem, the son of the late Captain Charles 
Henry and Mrs. Mary P. (Wright) Allen, and died in 
Manchester, Mass., April 30, 1925. He graduated from 
the old Phillips and the Salem High School, as a member 
of the 26th class, in March, 1853. His father was a 
prominent shipmaster, one to whom frequent mention has 
been made in these articles, in his voyages all around 
the world. 

The son, always a lover of ships and the sea, and 
possessing a fine knowledge for one so young, was recog- 
nized by the firm as just the sort of boy that they wanted 
in their counting-room. He perfected himself in book- 
keeping, was expert at figures, and was quickly made 
assistant to Benjamin H. Silsbee. Recognizing his tal- 
ents, Mr. Silsbee soon gave him full charge of the books. 

In 1863, Mr. Allen was admitted as a partner, the firm 
name becoming Silsbees, Pickman & Allen. His first in- 
terest was in the brig Neiv York , and that was followed 
by the ship SooJoo, ship Formosa , ship Mindoro, ship 
Panay, and other vessels. The firm’s vessels carried on 
an extensive trade with the Philippine Islands, Java, Cal- 
cutta and Bombay. The concern continued until 1898, 
when it closed up its affairs, having existed more than 
one hundred years, one of its vessels being the brig Midas, 
on which Mr. Allen’s grandfather sailed as a lad. 

Retiring from commercial business, Mr. Allen took 
charge of the estates of old Salem families, which kept 
him busy practically all of his time, in addition to man- 
aging his own large property. He was a director of the 
Haumkeag Trust Company a trustee of the old Salem 
Savings Bank, a member of the Essex Institute and the 



Second Unitarian Church, Salem. He owned valuable 
real estate in Salem and West Manchaster, making his 
home for several years in the latter town. 

Captain John Mullin. 

Captain John Mullin was born in Salem, June 19, 
1825, and he graduated from the old Salem English High 
School as a member of the eleventh class. Upon leaving 
school he learned the rope-making trade, working in the 
rope- walk of the late J. Vincent Browne on Briggs Street, 
Salem. He was at one time its foreman. On reaching 
his majority, he went to sea, making his first voyage in the 
brig Russell , Captain Richard Savory, to South America. 

He next sailed in the barque William Schroeder, Capt. 
Henry Upton ; brig Margaretta , Capt. Daniel M. Mar- 
shall ; brig Adne, Captain Leach, all on South American 
voyages ; brig Elizabeth Felton, Capt. E. Augustus Upton, 
to Para ; barque Chusan, to the southwest coast of Africa ; 
barque Merlin and the ship Josiah Quincy, commanded 
by Capt. Edward Weston, on voyages to the East Indies ; 
barque Robert Patten, Captain Paine, to Australia and the 
East Indies, and the ship Black Prince to California, 
being mate of the last seven vessels. 

In 1863, he was mate of the ship Shirley, commanded 
by Capt. Nathaniel Brown, who was afterwards Mayor 
of Salem. Captain Brown left the ship in San Francisco, 
and Captain Mullin took charge of her. The vessel was 
owned bv Benjamin W. Stone & Brothers of Salem, and 
Captain Mullin remained in their employ several years. 
In 1867, while Captain Mullin was in the Shirley at Hong 
Kong, Capt. Nathaniel J. Kinsman of the ship Sumatra, 
started for Manila on business, as before stated in these 
sketches, and nothing was ever heard of the vessel again. 
Captain Mullin took charge of the firm’s ships at Hong 
Kong, assuming command of the Sumatra. 

Captain Mullin remained in command of the Sumatra 
until 1876, when he became master of the new and elegant 
ship Paul Revere, and made in her a voyage from Boston 
to San Francisco, the Chincha Islands and Europe, and 



New York. He was part owner and retained his interest 
in her up to the time of his death. He made voyage after 
voyage in the ship, putting the Paul Revere on record as 
making some of the very fastest passages ever made by 
a sailing vessel; and in one instance actually beating a 
steamer in a three days’ run, which was thus described in 
the Yokohama, J apan, papers, at the time : 

“An exciting ocean race took place between the regular 
mail steamer, commanded by Captain Swain, and the 
American ship Paul Revere, Capt. John Mullin, on the 
passage from Hiogo to Yokohama. The steamer left 
Hiogo on Tuesday, December 12 (1883), at 6.30 P. M., 
and the Paul Revere sailed an hour and a half later, with 
a strong breeze and in ballast trim. At 3 o’clock the 
next morning, Captain Mullin overhauled and passed the 
steamer, and in the middle of the forenoon had left her 
so far astern that not even her smoke was visible. Un- 
fortunately for the ship, the wind moderated, and soon 
the steamer began to show herself and to recover her lost 
ground rapidly. Early in the afternoon the Paul Revere 
was second in the race, but the wind was freshening, and 
at once she stretched away for her competitor, which she 
quickly passed and left astern for the last time. The 
ship split her maintopsail, but a new one was quickly bent, 
although more time was lost. Captain Mullin arrived here 
l(Yokohama) at 4 A. M. on Thursday, and Captain Swain 
came in six hours later — a difference of seven and one-half 
hours in favor of the ship. The Paul Revere’ s passage 
of 32 hours is the quickest ever made between these ports.” 
In all truth may it be said that Capt. John Mullin was 
a thorough sailor, a skillful shipmaster and factor and 
merchant. He was an honor to his profession, and wher- 
ever he went he was always cordially welcomed. He was 
deputy master of the Salem Marine Society at the time 
of his death, having joined the society November 2, 1874. 

J. Clark Mullin is his son; Miss Alice P. Mullin and 
Mrs. Winchester Smith, his daughters, and Mrs. Thomas 
H. West, Jr., a granddaughter. He died in Salem, Sep- 
tember 28, 1902. 







Captain Nathaniel J. Kinsman. 

Captain Nathaniel Joshua Kinsman, who commanded 
the ships Australia and Sumatra, besides being an officer 
of other ships owned by Stone, Silsbees, Pickman & Allen, 
was one of the finest men and shipmasters that ever trod 
the quarter-deck. He was a member of the Salem Marine 
.Society. In a “History of the Kinsman Family,” com- 
piled by Lucy W. Stickney for Frederick Kinsman, and 
published in 1876, the author furnishes the following 
interesting statistics : 

“Nathaniel Joshua Kinsman was the son of Joshua 
and Mary (Brown) Kinsman, and was born in Salem, 
September 14, 1831. He was a shipmaster from an early 
age, like his father and grandfather before him, and of 
marked ability in his calling. He met with an untimely 
end at the age of 36, having been lost at sea by the prob- 
able foundering of the Spanish steamer Malespiiw, by 
which he took passage from Hong Kong for Manila, in 
"September, 1867, the vessel never having been heard from 

[Note. — Captain Kinsman was in command of the 
ship Sumatra, which, with other vessels owned by the firm, 
were lying at Hong Kong. He started for Manila to ob- 
tain a cargo for the United States. The steamer was lost, 
as before stated. Capt. John Mullin, of the ship Shirley 
of Salem, succeeded Captain Kinsman in command of the 
Sumatra. — G. G. P.] 

“Captain Kinsman’s death was the fifth that occurred 
away from home, out of seven in the families of the 
brothers Nathaniel and Joshua. Two, father and son, 
lie buried in the far East ; two more, also father and son, 
found their graves in the ocean ; and one, a little daughter, 
died at sea on the passage from China; two only, mother 
and daughter, died at home.” 

Of his grandfather, Nathaniel Kinsman, son of Na- 
thaniel, a shipmaster, and Deborah Kinsman, his wife, 
who was born in Salem, Feb. 6, 1778, the Salem Gazette 
of August 3, 1847, says: “Died at Macao, about May 1, 
1847, Nathaniel Kinsman of this city. As a shipmaster 



he was distinguished for his nautical skill ; as a merchant,, 
for his shrewdness, honor and mercantile talents. These 
qualifications marked him out as eminently qualified to- 
take the lead of a mercantile house in a foreign country, 
and the house of Wetmore & Co., of Canton, invited him 
to become their partner. For a limited term he consented 
to leave his country and engage in this partnership. But 
the disease with which he had previously been visited, 
again attacked him, and proved fatal. Like his brother, 
he has died in a foreign clime, and quickly followed his 
little daughter, who died on her passage home. In hi3 
death, our city has sustained the loss of one of her most 
honorable, honest and amiable citizens, and his family 
an irreparable calamity.” [The daughter’s name was 
Rebecca Reed Kinsman, and she died at sea, August 16, 
1846, on board the barque Douglass, on the passage from 
China, in the eighth year of her age. The body was 
buried in Salem, September 2, 1846.] 

Abbot Kinsman, son of the foregoing, died at Iloilo,. 
Philippine Islands, July 4, 1864, in his 20th year. His 
death and burial place were brought before the Salem 
public in October, 1900, in a singular manner, a Salem 
soldier on duty in the Philippines, writing home to a 
citizen of Salem as follows: 

“While on duty in the cemetery here (Iloilo), when 
they were taking up the remains of soldiers, for removal 
to the United States, my attention was called to a small, 
red brick mound, with a small white slab at the head, 
bearing this inscription : 

Abbot Kinsman. 

Age 20 Years. 

Died July 4, 1864. 

Of Salem, IJ. S. of A. 

“How Frank G. Carpenter, the great globe trotter and 
writer, was here last February, and he says that this place 
was little known to the outside world up to 30 years ago. 

“How, I feel positive that this was a Salem, Mass., boy, 
who has lain here the past 36 years, and who would be in. 



Iris 57th year if among the living. I think that among 
the sea captains of old Salem you will have no difficulty 
in learning something about him. If you want a picture 
of the grave, I will bring one home with me.” 

As the writer of the foregoing says, the identity of 
Abbot Kinsman, whose remains are buried in far-away 
Iloilo, was easily established. 

Abbot was the son of Capt. Nathaniel Kinsman and 
Rebecca (Chase) Kinsman of Salem. He was born in 
Macao, China, Oct. 6, 1844, his father being then engaged 
in business there. He was sent to Salem to receive his 
education. On the completion of his school life, he sailed 
from Hew York in the ship Shirley of Salem, on Aug. 15, 

1862, to gratify a desire, cherished from early boyhood, 
for a voyage with his cousin, the late Capt. Nathaniel 
Brown (who was afterwards mayor and city treasurer of 
Salem), and to revisit China, the land of his birth. 

The ship was bound to San Francisco, and arrived 
there January 11, 1863. Thence she proceeded to Hong 
Kong, where she arrived March 15, and soon afterwards 
Abbot visited Macao, his birthplace and a spot of sacred 
interest to him, his father’s grave. Contrary to expecta- 
tion, the Shirley, instead of loading for Hew York, re- 
turned to San Francisco. Here, Captain Brown resigned, 
and came home to Salem, his first officer, Capt. John 
Mullin, well known as the commander of the Shirley, ship 
Sumatra, and the famous clipper ship Paul Revere, taking 
charge of the ship. Abbot decided to remain by the 
Shirley, and to proceed with Captain Mullin to Hong 
Kong, in the hope of finding business. 

While at Hong Kong, he obtained a situation there, 
and parting reluctantly from Captain Mullin and other 
friends on the Shirley, so long his home, he went to Manila 
and entered the emplov of Russell & Sturgis, Dec. 22, 


In February, 1864, he was transferred to the province 
town of Legaspi, on the eastern coast of the island of 
Luzon, as an assistant to George H. Pierce, the agent of 



the house at that place. On June 14, 1864, he went on 
a business trip to Iloilo, in the Spanish brig Pilar, the 
captain being an esteemed friend. The vessel arrived 
there June 28. Asiatic cholera was prevalent there, and 
Abbot was seized with the dread disease between 4 and 
5 o’clock on the morning of July 4. He appeared to have 
gotten over the worst of the attack, but a relapse occurred, 
and he passed away at 3 o’clock that afternoon, having 
been unconscious from the noon hour. 

He had all the assistance possible. He was buried the 
same night, the funeral service being read by W. B. Bor- 
ing of Boston, American vice-consul at Iloilo. 

Such is the sad but interesting story of the Salem boy 
who sleeps beneath the “small red brick mound” in the 
Iloilo cemetery, to which the Salem soldier boy so touch- 
ingly alludes in his letter. 

Our own beloved Essex County poet, John Greenleaf 
Whittier, immortalizes the young man in the following 
poem : 


Died at the Island of Panay (Philippine Group ) y 
Aged 19 Years. 

Where ceaseless Spring her garland twines, 

As sweetly shall the loved one rest, 

As if beneath the whispering pines 
And maple shadows of the West. 

Ye mourn, 0 hearts of home ! for him, 

But, haply, mourn ye not alone; 

For him shall far-otf eyes be dim, 

And pity speak in tongues unknown. 

There needs no graven line to give 
The story of his blameless youth ; 

All hearts shall throb intuitive, 

And nature guess the simple truth. 

The very meaning of his name 
Shall many a tender tribute win ; 




The stranger own his sacred claim, 

And all the world shall he his kin. 

And there, as here, on main and isle, 

The dews of holy peace shall fall, 

The same sweet heavens above him smile, 

And God’s dear love he over all. 

Capt. Joshua Kinsman, father of Capt. Nathaniel 
Joshua Kinsman of the ship Sumatra, before mentioned, 
was horn in Salem, August 12, 1801. He died at sea, 
on hoard the ship Eliza Ann, August 3, 1841. He was 
much esteemed for his uprightness and the uniform kind- 
ness of his disposition. His associates and friends erected 
a granite monument to his memory in Harmony Grove 
cemetery, Salem. It is stated in Felt’s Annals of Salem, 
under date of March 15, 1833, that “The Royal Humane 
Society of London date their thanks, on vellum, to Capt. 
Joshua Kinsman, of the brig Gazelle, for rescuing from 
the wreck of the British schooner William and Elizabeth, 
October 31, her distressed company, and generously pro- 
viding for their wants.” He was a member of the Salem 
Marine Society. 

Captain George Z. Silsbee. 

Captain George Z. Silsbee was born in Salem in Janu- 
ary, 1822, in the ancestral homestead, and he died in 
Beverly, Sept. 10, 1895. As a boy he had a strong love 
for the sea, and shipped on an East Indiaman engaged 
in the pepper trade. He remained in the India trade 
many years, and was master of the barque Borneo, the 
ship Malay, and other vessels on voyages to the far East. 
When that trade began to drop in Salem, he interested 
himself in other directions. He became a member of the 
old Salem mercantile firm of Stone, Silsbee & Pickman, 
later Silsbees, Pickman & Allen. When the Lake Supe- 
rior Iron Company was organized, he accepted the office 
of treasurer of the company, holding the office many years. 
He was also treasurer of the Middlesex Mills of Lowell, 
and president of the Newmarket Manufacturing Company, 



of Newmarket, N. H., a concern in which the Silsbee 
family had an interest from the start. Two years pre- 
vious to his death he retired from all active occupation, 
and lived mostly at his country home in Beverly. 

Captain Brackley R. Peabody. 

Captain Brackley R. Peabody died at his home, 4 Flint 
Street, Salem, Feb. 28, 1874, at the age of 75 years, 
after a lingering illness. He entered upon a seafaring 
life when a hoy, followed it steadily for many consecutive 
years, and commanded vessels in the pepper trade and 
on other voyages. He served as an alderman of Salem 
in 1858. He joined the Salem Marine Society, August 9, 
1850. The late George L. Peabody was his son. 

Captain Daniel M. Marshall. 

A record of more than half a century sailing the ocean 
blue, was that of the late Captain Daniel M. Marshall of 
Salem, who died in this city, April 8, 1901. He was 
horn in Scarboro, Maine, January 3, 1809. His father 
owned a small piece of ground which he tilled. He was 
a carpenter hv trade, but went fishing in summer and 
worked at shipbuilding in winter at Scarboro Landing. 
Business was good then, and it was not an unusual sight 
to see five or six vessels, ranging from 75 to 200 tons, 
the latter being quite large for those times. Captain 
Marshall’s parents had four sons and three daughters. 
To the writer, several years ago, Captain Marshall told 
the following story : 

Young Marshall received all the education he ever ob- 
tained in the schools of Scarboro, before he was fourteen 
years of age. He worked on the farm in summer, and 
went to school in winter. On leaving school he went to 
learn the cabinet-maker’s trade, but he worked at it only 
a year, as his employer gave up business, and the lad re- 
turned to carpentering. 

He came to Salem in April, 1826, and was employed by 
the late Eben Dodge, who had the building of the wood- 
work on the western side of Derby wharf. He remained 



with Mr. Dodge until fall, when he and five others boys 
resolved among themselves to go to sea. Two of the 
youngsters were William B. Bates and John Ford. 

The ship Perseverance, owned by M. L. Rogers & 
Brothers, whose counting-room was on Derby wharf, was 
fitting away for Madagascar. She carried a crew of six 
boys, six men before the mast, cook, steward, two mates, 
clerk and captain. The boys were all lucky enough to 
secure a chance. Capt. William Bates was master, J oseph 
Ryder, mate, and Benjamin Wallis of Beverly, second 
mate. The clerk was an excellent young Salem man, 
whose name Captain Marshall did not recall after so many 

The boys were in high spirits over their success, and 
it was a great day for them when, on December 20, 1826, 
the Perseverance sailed away for Majunga. She was to 
obtain for her homeward cargo what was called jerked 
beef, and she carried from Salem 100 tons of salt, for 
the purpose of curing the meat. In the hold were also 
10,000 bricks as ballast. 

The passage to Majunga was made in 125 days, and 
when within 30 miles of the port the vessel grounded. 
The anchors were carried forward for the purpose of 
warping her off, part of the cargo was thrown overboard, 
and the lofty spars of the ship sent down. The crew 
succeeded in hauling her some distance before it was dis- 
covered that the water was shoaling. The reverse was then 
tried, and, after much hard work, the vessel was afloat. 

On getting into deep water, the vessel began to leak 
like a sieve. Part of the crew kept the pumps going, 
while the remainder sent up the spars, bent the sails, and 
started the ship for Majunga. There, what little salt 
remained was discharged, and the ship at high water was 
run well up on the flats. At low water she was left high 
and dry, and hurriedly the men were preparing to caulk 
her. Suddenly, the bottom gave way, and she settled 
well down on the beach. She was beyond repair, and her 
entire company of eighteen souls were without a ship. 
The Perseverance was an old pepper ship that had made 



one or two voyages to Sumatra, and her timbers had been 
eaten by the pepper. When her planks and timbers gave 
way, a large quantity of pepper floated out to sea. 

After being at Majunga some time, the brig Laurel, 
owned by Robert Brookhouse, came into port, on her way 
home to Salem. On her, the two mates and all but six 
or seven of the crew of the Perseverance, obtained passage. 
Subsequently, another of Mr. Brookhouse’s vessels, the 
brig Fawn, arrived, and young Marshall joined her in an 
eight months’ voyage after beche-de-mer. The Fawns 
mate and supercargo remained at Majunga to obtain a 
cargo of jerked beef for her, and have it ready when she 
returned. She then went down the Mozambique coast, 
and when she returned found everything ready, quickly 
loaded and sailed for Salem. Mr. Marshall came in her, 
and when he reached Salem he had not a dollar to his 
name, having a greater part of the time worked for his 
food only. Thus closed his first voyage of 16 months’ 
duration. As he told the writer of it, he dryly remarked, 
“It is a wonder that I did not swallow the sheet anchor.” 

His second voyage was in the brig Amethyst, to Ma- 
ranham and Para, and he was absent six months. Capt. 
Benjamin Upton was master, and Capt. John Willis, mate. 
He next sailed in the brig General Warren, Capt. John 
D. Simonds of North Salem, master. The vessel went 
to St. Jago, obtained a cargo of molasses, and returned to 
Salem, completing the voyage in two months. 

Pive voyages between the United States and Europe 
followed. These voyages were from Salem, Boston, New 
New York, New Orleans and Savannah. One of these was 
made in the famous brig Leander (whose history has been 
given in these articles), owned by Joseph Peabody. Capt. 
James S. Kimball was mate, and on the next voyage he 
was promoted to master, and Mr. Marshall was made 
second mate. On this voyage she went to Sumatra, ob- 
tained a cargo of pepper and coffee, and sailed for St. 
Helena, the island home of the great but deposed Emperor 
Napoleon Bonaparte. Captain Kimball received orders 
to proceed to Antwerp. She arrived there all right, dis- 


Stone, Silsbees, Pickman and Allen, Owners. 

From a painting by a Chinese artist, showing the ship entering Hong Kong in 1864. 



charged her cargo, and came home to Salem in ballast. 
After getting home, she loaded for Copenhagen with 
coffee and sugar. From Copenhagen she went to Gotten- 
burg for a cargo of iron, and came home to Salem. These 
three voyages were all he made in the Leander. He always 
liked the craft, and he delighted to speak of her. In his 
sitting-room was a picture of the brig under full sail, a 
daily reminder to him of the many hours he spent in her. 
“There she is,” he said to the writer, as he pointed with 
pride to the picture, “and a mighty fine vessel she was, 

Captain Marshall next sailed as second mate in the 
brig Dawn, a vessel owned bv Putnam I. Famham, and 
commanded by Captain Purbeck, who was the father of 
the late William A. Purbeck, a merchant tailor in Salem 
many years. The voyage was to Antwerp, with a cargo 
of hides, and return to Salem. After this voyage he 
joined as mate the ship Israel, owned by Edward Bangs 
& Brother, of Boston, commanded by Captain Boss. This 
was his first voyage as mate, the vessel going to Valpa- 
raiso, where she discharged. She then proceeded down 
the coast, obtained a cargo of copper ore, and sailed for 
Swansea, Wales. From Swansea she returned to Boston 
in ballast. The firm owned several ships, and Mr. Mar- 
shall was urged to go as mate again, with the promise of 
a command soon after the voyage was ended. He declined 
the offer and came home to Salem. 

His next three or four voyages were between Salem, 
Boston and South America, with Capt. George Savory. 
Through the influence of Captain Savory, and with his 
own ability to commend him, he was made master of the 
barque Dawn, owned by a Boston firm. She was a fine, 
large vessel, and, being his first command, naturally 
enough he was proud of her. He sailed from Boston for 
Bio Grande, carrying out $80,000 in doubloons to pur- 
chase the cargo of wool and hides. He returned direct 
to Boston, and had made a very successful voyage for his 

He next commanded the barque Bevis, owned by B. & 



H. P. Upton of Salem, on a voyage between Salem and 
Rio Grande. Several other voyages followed in quick 
succession, between Salem and South America. On one, 
in the brig Mermaid , Mr. James Manning, who will be 
remembered as a former marine reporter for the Salem 
Register and other papers, and later as a mail clerk in 
the Salem post office, was a passenger on the outward 
passage to Rio Grande. The Mermaid, Captain Marshall 
said, was a pretty little full-rigged brig, painted white. 
Captain Marshall’s last voyage was in the barque Bolivia , 
owned by Rideout & Roberts of Salem and Boston, be- 
tween Boston and Africa. He then relinquished the sea 
and settled quietly down in Salem. 

An incident worthy of mention in his seafaring life 
was one that happened while on a voyage from Southamp- 
ton, Eng., to Montevideo. It was during England’s war 
with Russia, and sailors were very hard to get. The Eng- 
lish navy shipped the best men and left only the rough 
and very poorest element. It was from this last class 
that he was obliged to take his crew. The vessel stopped 
at Cadiz to get a lot of wine. The first night out from 
that port, the crew were violent and noisy, and the mat© 
sided with them. The captain was left, with the excep- 
tion of a boy and a sick second mate, to manage the vessel 
alone. The crew broke open the cargo and drank a quan- 
tity of the wine and spilled lots more. They were ready 
for murder or anything else that came in their way. The 
captain determined to keep them in their own quarters, 
and, putting a pistol in each pocket, he resolved to shoot 
the first man who would dare to come aft. 

He kept the vessel off for Cape Verde Islands, and after 
much loss of sleep, reached Port Praya and sailed in under 
the guns of the United States frigate Constitution, and 
notified the authorities. Commodore Mayo sent a cutter 
alongside, and the mate and three sailors, the ringleaders 
of the mutiny, were put in irons, and new men given 
Captain Marshall from the Constitution. Commodore 
Mayo punished the offenders by keeping them in irons, 
after reprimanding them severely, in which he informed 



them that, had he been in Captain Marshall’s place, he 
would have shot every one of them. 

After retiring from the sea, Captain Marshall became 
a member of the night police force of Salem, served six- 
teen months, and then resigned. 

Captain William B. Bates. 

In the sketch of Capt. Daniel M. Marshall, it was stated 
that one of the boys who shipped on the ship Perseverance, 
December 20, 1826, was William B. Bates. The lad was 
born in Salem, September 16, 1809, and was the son of 
Captain William and Mrs. Sarah (Forbes) Bates. He 
was educated in the Salem public schools, and left the 
East School, Master Gerrish, to go to sea in the ship 
Perseverancej commanded by his father. The ship, as 
before stated, was condemned at Madagascar. His father 
died at Majunga, Madagascar, May 3, 1834, while in 
command of the brig Lady Sarah. A son, Daniel, died 
on board the brig Quill , Captain Swasey, on the homeward 
passage from Majunga for Salem, July 7, 1834. In later 
years, the son William B. Bates, when master, brought 
his father’s remains from Majunga to Salem for burial. 

William B. Bates’s second voyage was made in the ship 
Messenger, Captain Buffington, from Salem to Siam. 
Captain Buffington’s son was a passenger in the ship, and 
the King of Siam wanted him to remain in his employ, 
instead of returning to the United States. Young Bates 
next made a voyage in the brig Susan, Capt. John Brook- 
house, from Salem to the Island of St. Helena and return. 

From November 6, 1837, to December 28, 1845, Capt. 
Bates commanded the brig Richmond, of Salem, in the 
Zanzibar trade. The vessel was owned by Ephraim Em- 
merton. His next three voyages were made as master of 
the brig Cherokee, owned by Michael Shepard and John 
Bertram. On September 1 , 1848, he sailed in the brig 
Potomac from Salem for Zanzibar, making the passage 
in 98 days. He arrived home August 16, 1849, and this 
was his only voyage in that vessel. His next and last 
voyage was in the barque Tom Corwin, owned by Shepard 



& Bertram. He sailed from Salem, October 12, 1849, 
for Zanzibar. He arrived home, November 23, 1850, and 
on December 6 following, the barque sailed for Zanzibar, 
under command of Capt. John Lambert. On retiring 
from the sea, he, for a time, had charge of vessels owned 
by the late Edward D. Kimball, and afterwards was con- 
nected with the Seccomb Oil Company of Salem. 

Captain Bates joined the Salem Marine Society, Feb- 
ruary 26, 1846, and he ever maintained a deep interest 
in that honored society, and was an invaluable assistant 
to the late Honorable Charles W. Palfray in preparing 
the centennial history of the institution. So great was 
his interest that he never failed to attend the society’s 
meetings. He was its clerk from 1869 to the time of his 
death, and during all that time he was agent of the 
Franklin building. 

Another instance of his deep interest in the Salem 
Marine Society was the collection of photographs of 
nearly every member of the society. This required a great 
deal of patience and a vast amount of labor, as pictures 
of the earlier members were only obtained after long search 
and correspondence. All have been placed in rotation in 
a large album, which is now regarded by the members as 
a priceless possession. 

Atkins H. Bates, a son, and two grandsons of the cap- 
tain, are living in Salem. He married, April 24, 1839, 
Miss Harriet L. Brown, and they lived happily together 
until her death, a period of nearly 55 years. 

Ship Perseverance. 

The ship Perseverance, on which Captain Marshall and 
Captain William B. Bates made their first voyage to sea, 
was the second ship of that name. The first registered 
240 tons and was built in Haverhill in 1794, for Simon 
Forrester and others. Richard Wheatland was master, 
and he was the father of the late Dr. Henry Wheatland, 
president of the Essex Institute, and George Wheatland, 
a prominent member of the Essex bar. In the Salem 
Gazette of February 5, 1805, is a thrilling account of 




an engagement she had with a French privateer in the 
Bahama channel, written by Captain Wheatland. She 
was wrecked on Cape Cod, January 31, 1805. 

The second ship Perseverance was built in Salem in 
1809, and was 241 tons register. She was first owned by 
Richard Wheatland, James Silver and John Forrester. 
James Silver, master. Several other owners followed. 
When lost, she was owned by John W. Rogers, Nathaniel 
L. Rogers, Richard S. Rogers and Emery Johnson. Wil- 
liam Bates was master. 

Captain Nathaniel Brown. 

Captain Nathaniel Brown was the son of the late 
Captain and Mrs. Nathaniel Brown. He was born in 
1845, and died in Salem, December 10, 1879. His 
father died in Salem, April 27, 1866. Like the father, 
the son followed the sea as a profession and became a ship- 
master. He commanded several fine vessels, among them 
the ships White Swallow and Shirley, leaving the latter 
ship in San Francisco in July, 1863, and sending her to 
China in command of his mate, Capt. John Mullin of 
Salem. Captain Brown was a member of the Salem East 
India Marine Society, and for more than a quarter of a 
century of the old Salem Marine Society, being the master 
of the latter nine years previous to his death. In the 
city government he was an Alderman in 1866-67-68 ; 
Mayor in 1870-71. He was elected City Treasurer, May 
16, 1879, but resigned after a short term of service. 




Salem, ever first to lead the way to foreign countries 
and there to fling Old Glory to the breeze, had the 
distinction, by means of her former shipping, of estab- 
lishing the first hotel of any magnitude in the Klondike 
region. A dispatch from Seattle, September 3, 1897, 
stated that the old barque Shirley was to he towed to 
Skaguay and he converted into a hotel and storehouse, 
capable of accommodating 400 lodgers. 

This vessel was none other than the old ship Shirley 
which bore on her stern for twenty years the name of 
Salem as her hailing place. She was probably better 
known than any other vessel of her class. She was a good 
ship, and made thousands of dollars for her owners. She 
was built at Medford, Mass., in 1850, was 171 feet 6 inches 
long, 33 feet 10 inches beam, and 23 feet 9 inches depth of 
hold, and registered 910 and 70-95 tons. She was named 
Shirley by the daughter of her first owner, after she had 
read Charlotte Bronte’s book, “Shirley.” For the first two 
years she was owned hv Joshua Sears and Alpheus Hardy 
of Boston ; then for 20 years by Stone, Silsbee & Pickman 
and Benjamin W. Stone & Brothers of Salem, and lastly 
by parties on the Pacific coast. 

As whatever relates to old Salem ships is always cor- 
dially welcomed by people in this vicinity, the following 
items about the old ship will be found of interest: 

Her First Voyage. 

On her first voyage the Shirley was commanded by 
Captain Shaw, and she sailed from Boston, Oct. 3, 1850, 
for Hew Orleans. Arrived at that port October 17 ; loaded 
with cotton and cleared Hov. 21 for Liverpool ; arrived 
there Jan. 5, 1851 ; sailed Feb. 13, and arrived at Hew 
York March 27. 

The second voyage was between Hew York, Hew Or- 
leans, Liverpool and Hew Orleans. She sailed from Hew 
York May 9, and arrived back at Hew Orleans Oct. 23. 

The third voyage was between Hew Orleans and Liver- 
pool, and the fourth between Hew Orleans, Liverpool and 



Boston, the vessel arriving at Boston Aug. 27, 1852. On 
the second, third and fourth voyages she was commanded 
by Captain Hiler. 

On Sept. 22, 1852, Messrs. Stone, Silsbee & Pickman 
of Salem bought the ship of Joshua Sears and Alpheus 
Hardy of Boston, and immediately fitted her for their 
extensive East India trade. She sailed from Boston Oct. 
27, 1852, for Melbourne. From Melbourne she went to 
Manila, and loaded for Hew York. Capt. Nicholas T. 
Snell of Salem was her master, Aaron W. Berry of Salem, 
first officer, and George A. Brown of Salem, boy. 

May 4, 1854, she sailed from New York for Melbourne, 
thence to Callao, loaded guano at the Chinca Islands, and 
arrived at Hampton Roads June 27, 1855. Capt. Nicholas 
T. Snell, master; George A. Brown, Salem, ordinary sea- 
man ; Wm. Churchill and Oliver Andrews, Salem, and 
Benj. O. Reynolds, Dover, N. H., boys. 

Sailed from Baltimore, Aug. 19, 1855, for Manila, and 
returned to New York Oct. 13, 1856. Capt. George W. 
Abbott of Beverly, master; John A. Derby of Salem, 
mate; and Augustus Luscomb of Salem, second mate. 

Sailed from New York Dec. 2, 1856, for Mobile, and 
arrived Jan. 12, 1857; sailed for Liverpool Feb. 21, and 
arrived April 4; sailed for Calcutta May 12 and arrived 
Oct. 20; sailed Dec. 17 for Bombay and arrived Jan. 16, 
1859; sailed Feb. 25 for Calcutta and arrived April 12. 
She remained at Calcutta until Dec. 20, then sailed for 
Boston arriving April 19, making the homeward passage 
in the excellent time of 103 days, and completing the 
double voyage in two years four months and seventeen 
days. Capt. Charles H. Allen of Salem, master; John E. 
Abbott of Beverly, mate ; and Augustus Luscomb of Salem, 
second mate. 

Sailed from Boston May 28, 1859, for Point de Galle, 
and arrived Sept. 26 ; sailed Oct. 28 for Calcutta, and 
arrived Nov. 20; sailed for Boston Jan. 20, 1860, and 
arrived May 29, 1860, having been absent one year and 
one day. Capt. Charles H. Allen of Salem, master; Benj. 
D. Thayer, mate; Solomon Harding of Salem, second 



mate; John M. Haskell of Salem, third mate; Henry E. 
Batchelder and Wm. P. Edwards of Salem, ordinary sea- 
men; Wm. S. Brown and Walter J. Silsbee of Salem, boys. 

This was the last voyage to sea of her master, Captain 
Charles H. Allen, after 33 years spent upon the ocean. It 
was also the last voyage of the ship while she was owned 
by Stone, Silsbees & Pickman. She was then sold to 
Benjamin W. Stone & Brothers of this city, and conse- 
quently still hailed from Salem. 

She continued in the California and East India trade 
for twelve years longer, being commanded successively by 
Capt. Nathaniel Brown, Capt. John Mullin, and Captain 
Ferguson of Salem, and Capt. Joseph W. Willcomb of 
Ipswich. In 1872 she arrived at San Francisco from 
China, and was then sold to parties on the Pacific coast, 
and ceased to hail from Salem. Captain Willcomb, her 
commander, and Charles H. Tibbets, her mate (afterwards 
commander of the ships Highlander , Centennial, Sunrise, 
Southern Cross, and Seo, Witch), came home to Salem 

Hpon her sale to San Francisco parties she was altered 
from a full-rigged ship to a barque, and as such sailed up 
and down the Pacific coast, engaged in the lumber trade. 

Capt. Charles H. Allen says that the Shirley was th* 
best-modeled ship the Salem merchants ever owned. A 
model and picture of the old ship are on exhibition in the 
Marine Room of the Peabody Museum of Salem. 




Ship Formosa, a splendid vessel of 1,500 tons, was 
launched from the yard of John Taylor, East Boston, 
November 20, 1868. She was built for Silsbees, Pickman 
& Allen of Salem, and her frame was of seasoned white 
oak; her keelsons, deck frame and ceiling of yellow pine. 
She was square fastened throughout, bolted with copper 
and yellow metal, treenailed with locust, seasoned with 
salt, well ventilated, and finished in a superior manner. 

She sailed on her first voyage December 30, 1868, under 
command of Captain A. D. Cobb, for Hong Kong, and 
arrived there May 11, — 132 days passage. Thence she 
went to Manila and loaded for New York, and arrived 
home at that port January 24, 1870, thus making the 
round voyage in one year and 25 days. 

Captain Samuel R. Curwen. 

Captain Samuel Ropes Curwen died in Salem, Novem- 
ber 11, 1870, in his 50th year. He was born in Salem, 
December 28, 1820, the son of Samuel and Priscilla 
(Barr) Curwen, and a brother of James Barr Curwen, 
long associated with Capt. John Bertram. He was a 
thorough seaman, a skillful navigator, a very capable fac- 
tor, and took an honest pride in his noble profession. 
He for some time commanded a steamer in China, and 
had navigated most of the seas navigated by Salem ships. 
He was a graduate of the old Salem English High School, 
in the fifth class to enter that temple of learning. His 
last sickness was a long and painful illness, but he bore 
his confinement and suffering with remarkable patience 
and cheerfulness, and his departure was greatly lamented 
by his wide circle of friends. 

Captain John H. Eagleston. 

Captain John H. Eagleston died at the home of one of 
his children in Hyannis, Setember 24, 1884, at the age 
of 81 years. His body was brought to Salem for burial. 
Captain Eagleston was born on the South Shore of Mary- 



land, but came to this part of the country when a boy, 
and for the greater part of his life made his home in 
Salem. Entering upon a seafaring life, he in due time 
became a master mariner and made many voyages, in the 
employ of the late Stephen C. Phillips and others. Be- 
tween 1830 and 1840 he was largely engaged in trading 
at the Feejee Islands, with which he became very familiar, 
so that when Commodore Wilkes’s expedition visited the 
islands in 1840, he was able to render an important ser- 
vice by taking the United States Ship Peacock, one of the 
vessels of the squadron, safely into the harbor, and the 
Commodore, in an official report to the Government, ex- 
pressed great indebtedness to Captain Eagleston for his 
attention and assistance, and also for his observations 
relating to gales. 

Captain Eagleston was also one of the pioneers in the 
California trade, after the discovery of gold. He fitted 
out and commanded the brig Mary and Helen, named for 
his two daughters, and she was cleared from Salem, Oc- 
tober 27, 1848, — the first vessel to sail for California 
from Massachusetts after the gold fever set in. His 
reminiscences of his experiences in the Pacific and among 
strange peoples were very graphic and interesting, and 
he communicated many of them for publication in the 
Salem Register and other papers from time to time. He 
left the sea and engaged in various business ashore, but 
in his latest years, through competition, lost most or all 
of his previous gains. 

Captain Eagleston was an explorer as well as a ship- 
master, and no one in the Eeejee Islands trade was better 
acquainted with those islands than he. He sailed for 
Nathaniel L. Rogers & Brothers, as well as for Mr. 
Phillips. The captain made voyages to the islands be- 
tween 1830 and 1840. He sailed the barque Peru, the 
ship Emerald, the brig Mermaid, the ship Leonidas, and 
others in the Feejee trade from Salem. 

When in the Leonidas he caught several albatrosses and 
tied to the neck of each a quill containing a slip of paper, 
on which was written, “Ship Leonidas, of Salem, bound 



to New Zealand.” One of the birds was caught by a 
French vessel off the Cape of Good Hope, several hun- 
dred miles from the spot where it was caught and released 
by Captain Eagleston. The news reached Salem, March 
21, 1840, was published in the marine column of the 
Salem Register , and was the first word heard from the 
Leonidas since she sailed August 9, 1839. 

Captain George B. Abbott. 

Captain George B. Abbott was born in Salem in 1829, 
and educated in the public schools. At an* early age he 
went to sea in vessels engaged in the African and East 
India trade. While in command of the ship Harriot 
Ewing, in 1867, he was in the neighborhood when the 
United States Ship Sacramento was wrecked near Coco- 
nada, India, and he rendered valuable assistance to the 
officers and crew, who lost nearly all of their effects. For 
this service, Captain Abbott received an elegant chro- 
nometer gold watch and chain from the officers of the 
United States Navy whom he had befriended, and also a 
handsome letter of acknowledgment. Captain Abbott 
joined the Salem Marine Society May 16, 1868, and he 
died in Salem, February 9, 1880, in his 52nd year. 

To Captain Abbott fell an experience, such a one as 
the writer has never been able to record as the lot of 
another Salemite, — that of being obliged to leave a ship 
on fire in mid-ocean. Captain Abbott, on the next voyage 
to that of his voyage as master of the ship Harriot Ewing, 
joined the ship Sunbeam, Captain Chadwick, as first 
officer. The ship was owned by Augustus Hemenway of 
Boston, and sailed from Iquique, Peru, March 13, 1870, 
for Tome, Chile, with part of a cargo of nitrate. About 
noon of March 31, in latitude 30.44, and 70 to 80 miles 
from shore, the second mate went below to draw off 
some varnish to apply on the upper deck, taking with 
him an open light. The fumes of the flowing varnish 
caught fire from this light, and an explosion followed, 
scattering the burning varnish in all directions about the 
hold and over the sacks of saltpetre stowed therein, which 



caught fire and burned with great rapidity. The captain 
was below at the time, working on the observations he 
had just taken. On hearing the alarm of fire, he rushed 
on deck and found the flames issuing from the after hatch. 
Explosion after explosion followed, and so rapid was the 
progress of the fire that time was not allowed to clear 
away a single boat, and the only chance of being saved 
was by jumping overboard and clinging to whatever loose 
spars or hoards might be found floating about. Captain 
Chadwick remained with his little son in his arms, then 
jumped into the sea and saved himself and child by hold- 
ing on to a studding-sail boom. The fastenings of the 
quarter-boat fortunately soon burned away, and the boat 
fell into the water right side up. One of the crew imme- 
diately secured it and managed to save Captain Chadwick 
and son, Mr. Abbott, Marshall Johnson, a boy, E. H. 
Roberts, ordinary seaman, the cook and six of the hands. 
The second officer, carpenter, steward and three seamen 
were lost. After being in the water several hours in the 
boat, they were picked up by the American barque Charles 
W. Morgan, Captain Ahearn. The captain had seen the 
fire, and he bore down for the spot, took on board the 
shipwrecked party, and landed them at Talcahuano, Chili. 
The Sunbeam sank out of sight in less than twenty min- 
utes after the explosion. She registered 798 tons, and 
was a fine vessel, four years old, built at Chelsea. Mr. 
Abbott arrived home in the barque Sappho, at New Bed- 
ford, July 5, 1870, from Talcahuano. 

Captain J. Clifford Entwisle. 

In these articles on “Salem Vessels and Their Voyages,” 
which include lists of merchants and shipmasters, it seems 
most appropriate to include one, who, though not a native 
of Salem or sailing in any Salem vessel, yet became a 
citizen of Salem and was honored by high public office 
of trust, — City Clerk James Clifford Entwisle, — and who 
was known and loved by the children and their elders as 

(To be continued') 




VOL. LXI — OCTOBER, 1925. 
Issued Quarterly 




The Historical Collections are published quarterly with illustra- 
tions, each volume containing a complete index. Subscription 
13.00 per annum. 

Entered at the Pott Office in Salem, Massachusetts, as second class matter. 

The Essex Institute disavows responsibility for the positions taken by contributors 
to its pares. 


1. The Pearsons and Their Mills. By Russell Leigh Jackson. 

( Continued .) ( Illustrated .) 345 

2. New Market and Town Hall in Salem. .... 352 

3. Old Norfolk County Records. ( Continued .) . . . 353 

4. Salem Vessels and Their Voyages. By George Granville 

Putnam. ( Continued .) (Illustrated.) .... 361 

5. Forty Years Ago in Salem, ( Continued .) .... 396 

6. Blockade Running During the Civil War. By Francis B. 

C. Bradlee. ( Continued .) (Illustrated.) . . . 401 

7. Descendants of Roger Preston of Ipswich and Salem 

Village. By Charles Henry Preston 425 


By George Granville Putnam. 

Figuring prominently in the East India commerce after the Revo- 
lution, was the Pepper Trade between Salem and the Island of Su- 
matra, — a trade marked by romance, pathos, tragedy and prosperity. 
Likewise, the trade with Calcutta, East Coast of Africa, Madagascar, 
and the Philippine Islands was an important source of revenue for 
Salem Merchants. 

Mr. Putnam, who is an authority on Salem shipping, has gathered 
from old newspapers and other sources the story of the sagacity 
and heroism of the men of Salem and nearby towns in bringing 
their valuable cargoes to this port, interspersed with anecdotes of 
thrilling adventures. 


160 pp. with Index; 8vo.; 48 full-pap e illustrations, comprising 75 
separate pictures. Blue boards. Price , postpaid, $3.50. 


154 pp. with Index-, 8vo; 37 full page illustrations, comprising 
70 separate pictures. Blue Boards. Price, postpaid, $3.50. 


157 pp. with Index; 8vo; 80 full page illustrations, comprising 
50 separate pictures. Blue Boards. Price, postpaid, $3.50. 



By Louis F. Middlebrook 

This work is an historic collection of naval data, containing the 
records and exploits of over three hundred State and Privateer Ves- 
sels of Connecticut, officially commissioned by Governor Trumbull 
(“ Brother Jonathan") and employed against Britain to help defend 
and establish the sea power of the Colonies during the struggle for 

It has been prepared by its author after careful search of old Con- 
necticut Maritime and British Admiralty Court Records, individual, 
and other sources of supply; and includes crew-lists, combats, cap- 
tures and various data concerning the Connecticut Naval Service 
both on the high seas as well as for the defence of Long Island Sound 
and its strategic harbors, during the American Revolution. 

Two volumes, 8vo, £75-{-S00pp., 50 rare illustrations, including in- 
dexes in each volume, blue cloth binding, gilt tops, decorative end 
papers, boxed. Price per set $10.00. 

Address : 


Salem, Mass. 

New Catalog of all Publications of the Essex Institute sent on 





Vol. LXI October, 1925 No. 4 


By Russell, Leigh Jackson. 

Some time in the year 1643 there appeared in Ipswich 
one John Pearson, an Englishman. According to the 
records, he must have been about thirty years of age, and 
tradition pictures him as a quiet, unassuming person of 
unquestionably gentle birth. Who he was or whence he 
came has never been definitely established beyond a doubt. 

Many of the colonists who settled in the vicinity of 
the Ipswich and Parker rivers came from the southern 
counties of England. Their homes had, for the most part, 
been within a 100-mile radius of London, and it is quite 
possible that John Pearson was a member of the old 
Pearson family of Northamptonshire, which had been 
seated at Spratton since the reign of Richard III, when 
one Thomas Pearson received a grant of land and a manor 
house from his sovereign for services during the War of 
the Roses. Although we know nothing of the birthplace 
of John Pearson, it is a matter of record that at the time 
of his arrival in New England, descendants of Thomas 
Pearson of Spratton were flourishing in Northampton- 
shire in close proximity to families whose names have 
become prominently identified with Essex County. 

John Pearson’s stay at Ipswich was very brief, prob- 
ably of not more than three months’ duration. The reason 
for his departure is not clear. Perhaps Mill River in 
Rowley offered a better location for a mill-dam; at any 
rate, he was of the Rowley colony in 1644. 

He was a miller, and experienced in the art of fulling 
cloth. When he emigrated to New England he did & 




rather -unusual thing, for he carried with him to the new 
world not only the machinery for the mill, but the cedar 
posts for the mill-dam as well. Tradition, perhaps reli- 
able, says that he thought there was no wood in America 
hard enough to stand the action of the water, so he merely 
used this precaution. In 1800, more than a century and 
a half after they had been implanted in the muddy bot- 
tom of Mill River, these cedar posts were dug up, and 
they were found to be in an excellent state of preservation, 
scarcely any wear or decay being discernable. This speaks 
well for the English cedar, but there is a much mooted 
question as to whether John Pearson’s precautions were 
wholly warranted. The humor of the situation lies in 
the fact that this young Englishman brought wooden 
posts to America, a land that abounded in wooden posts 
then uncut. 

The first fulling mill in America was set up by John 
Pearson in 1644 on Mill river, a branch of the Rowley 
river, near the grist mill of Philip Helson, which had 
been established two or three years before. How well 
Pearson had mastered the fulling art in England, we 
know not. We do know, however, that from the very 
beginning Pearson’s mill was successful and a most valu- 
able asset to the town. 

It is not an exaggeration to say that with the advent 
of the fulling mill, came the manufacture of cloth on a 
scale never before attempted in America. Previous to 
Pearson’s coming, cloth making was a rather crude in- 
dustry. Practically all of it was homespun, and, while 
the women did the best they knew, the results were, 
quite naturally, far from satisfactory. The fulling mill 
changed all this. The cloth was still spun at home, in 
a large measure; but the finishing or fulling of it was 
done at the mill, and consequently a much better material 
resulted. Incidentally, this in time lessened the import- 
ation of cloth from England, making just one of the many 
contributing causes of the Revolution of a century and 
a half later. 

Having secured what might be called virtually a mon- 
opoly of the fulling industry, John Pearson next turned 



his attention to grist milling, and in 1654 lie acquired 
control of the Helson mill, which was situated near the 
site of the present Glen Mills in Rowley. Under his 
management the industry developed, and the next century 
witnessed the establishment of mills scattered along prac- 
tically all of the tidal waters of Essex County, and the 
majority of them were either owned or controlled by sons 
or grandsons of John Pearson. The townspeople real- 
ized the business sagacity of the man and the extent of 
his influence. In 1678, and for seven terms thereafter, 
they chose him to represent them at the sessions of the 
General Court. He served as Selectman many times, and 
on more than one occasion acted as magistrate. It is 
interesting to note that in 1691, two years before his death, 
his tax was the highest but one in Rowley, the amount 
being seven pounds, fifteen shillings. On October 24, 
1686, the Puritan church honored him with appointment 
as deacon, and this office he filled to the complete satis- 
faction of the meticulous theocracy that at that time con- 
trolled the affairs of both church and state in Hew Eng- 
land. His death occurred December 22, 1693, and his 
age was about eighty years. 

J ohn Pearson has been called the “father of the milling 
industry” in America, and this is undoubtedly correct in 
substance. There were grist and saw mills in the Hew 
World before 1643 ; but the industry was never conducted 
on such a large scale until John Pearson came and blazed 
the trail, so to speak. This was, of course, a most im- 
portant and necessary business in a new country. Prob- 
ably Rowley owes as much to John Pearson as to any of 
her citizens for her early development, and surely no one 
had the interests of Rowley at heart more earnestly than 
John Pearson. 

His wife, Dorcas, whom he brought from England, was 
the mother of his twelve children. The oldest son bore 
his father’s name and was a prominent and respected 
citizen of Rowley. At his father’s death he received the 
old Helson grist mill, which he carried on for many years. 
He fought in the Indian wars, earning a captaincy, and 
passed to his reward honored and respected. Joseph. 



Pearson, son of Captain John, inherited the mills, 
which he passed on to his son, another Captain John, 
who led a troop of horse in the French war.. This 
Captain John Pearson, by his wife, Ruth Hale of New- 
bury, had two sons : Samuel, who carried on the corn and 
grist mills, and John, who revived the old fulling mill. 
Joseph Pearson, son of old John Pearson, is said to 
have been the most promising member of the family. He 
undoubtedly would have been brought up in the business 
of milling had he not gone to war and been killed by 
Indians in the raid upon Hatfield in 1675. He belonged 
to that company known as the “Flower of Essex.” 

Benjamin Pearson, the fifth son of old John Pearson, 
was the ancestor of the most prolific branch of the family. 
Incidentally, his descendants are the only Pearsons who 
have carried on the milling industry successively to the 
present day. Benjamin Pearson, of Newbury, Massa- 
chusetts, ninth in descent from this first Benjamin, is at 
the present time the head of the Byfield Snuff Mills,, 
manufacturers of the famous “Red Top Snuff.” Bar- 
tholomew Pearson, son of the first Benjamin, established 
a grist mill at Shrewsbury, Massachusetts in 1746, and 
in 1759 owned a mill on Miller’s river in Winchendon. 
Deacon Isaac Pearson, a nephew of Bartholomew, estab- 
lished mills at Boscawen, New Hampshire, in 1767, which 
were afterwards carried on by his son, Somerby Pearson. 

Stephen Pearson, the youngest of the family of old 
John Pearson, probably worked for his brother John and 
Jived in Rowley. He, apparently, never owned a mill. 
One of his grandsons, Timothy Palmer, was the celebrated 
bridge builder. The historic old Chain bridge over the 
Merrimac at Newburyport, was an example of his work. 
Samuel Pearson, another son of old John Pearson, died 
when a young man. 

The remaining son, Jeremiah, third son and sixth in 
the order of children, was the ancestor of the Pearsons 
who lived on Little river in the Oldtown parish of New- 
bury. This branch of the family has undoubtedly en- 
joyed a greater prominence than the descendants of any 
of the other sons of old J ohn Pearson. During the Revo- 



lutionary period they approached national prominence and 
accumulated considerable wealth. 

Jeremiah Pearson, a lieutenant of the Colonial troops 
that fought the French and Indians during the closing 
years of the seventeenth century, lived in Rowley, where 
he owned a grist mill until 1708. On August 11 of that 
year, he bought of John Short nine acres of land on the 
easterly side of Little river, “together with ye dwelling 
house and ye grist mill standing on said river and the 
water privilege as it was granted to my honored father 
Henry Short, late of Newbury, deceased.” This was 
the beginning of the milling industry in Newbury, which 
continued in unbroken succession in this branch of the 
family for five generations. The land which Jeremiah 
Pearson acquired borders on a small tributary of the 
Parker, known as Little river. On the north side of the 
river, fronted by a great rock, is an eminence now known 
as Leigh’s hill. On this hill was built, in 1728, the old 
Pearson Leigh mansion, which had a most interesting 

At the time Jeremiah Pearson bought the property a 
rustic thoroughfare known as Sweetbriar Lane, led from 
the main highway on the Ridge, so called, to the bridge 
which crossed the stream at the mill. This road was 
extended about a century ago to the Turnpike and to 
Kent’s Island, which is about two miles from Leigh’s 

In 1708, the old Short house stood at the foot of this 
hill, across the road which led to the mill. It was a 
cottage of peiliaps three rooms. Just when Jeremiah 
Pearson moved this cottage from its location at the foot 
of the hill to the site at the top, will probably never be 
known. But some time in 1728, he built a great addi- 
tion to his cottage, and the completed structure from that 
time on was known as the Pearson mansion. It was a 
great house of twenty-two finished rooms and a large 
open chamber from which six more rooms might easily 
have been made. This house was the crowning glory of 
the hill, which in itself is a most beautiful spot. Many 
times in its long history have landscape artists transferred 



its beauty and picturesqueness to tbe canvas, and it is 
quite generally conceded that it was probably one of the 
most painted spots in Essex county. Tbe late J. Appleton 
Brown, noted landscape artist, used to call it the- most 
beautiful spot in Essex, and bis opinion found confirma- 
tion with scores of friends and relatives of the Pearsons 
and Leighs who were fortunate enough to partake of their 

Lieut. Jeremiah Pearson followed closely in his fath- 
er’s footsteps, and added materially to his patrimony. 
After 1709 he was identified with the town of Newbury, 
although he never held office ; neither was he exceptionally 
prominent. He married, on July 21, 1681, Priscilla 
Hazen, daughter of Edward Hazen of Rowley, ancestor of 
the Hazen family, which produced at least one member 
of prominence in the late General Hazen, the first hus- 
band of Mrs. Dewey, widow of Admiral Dewey. Pris- 
cilla Hazen Pearson was dismissed from the Rowley 
church in January, 1710, and after that date her name 
appears upon the records of the First church of Newbury. 
Lieutenant Pearson died at Newbury, in the house which 
he built on the hill, February 23, 1736, the first of the 
Oldtown Pearsons. Priscilla, his wife, spent her declin- 
ing years with her daughter Priscilla Mighill, in Rowley, 
and died there April 25, 1752. 

Moses Pearson, son of Jeremiah and Priscilla, removed 
to Cumberland, Maine, where he became the first sheriff 
of Cumberland County. Captain Jeremiah Pearson, Jr., 
lived in that part of Newbury which, in 1764, became 
the town of Newbury port. 

John Pearson, son of Lieutenant Jeremiah and Pris- 
cilla Pearson, who inherited the mills from his father, 
had a most interesting career early in life. He ran away 
to sea at the age of twelve and visited the West Indies. 
Tradition says that he narrowly escaped capture by 
pirates, although nothing has been found to substantiate 
this. He returned to New England in time to participate 
in the French and Indian disturbances and rose to a 
captaincy in the service of his king. After the war, ho 
purchased land in Stonington and proceeded to establish 



his home in the Connecticut colony. His house and land, 
something like twelve acres, stood on Stonington Green, 
nearly opposite the meeting house, and was formerly the 
home of John Dennison. Captain John Pearson bought 
the place of Elnathan Minor and Samuel Mason, heirs of 
Dennison. The deed, which is recorded in Book 3, folio 
228, Connecticut Deeds, bears date of December 27, 1717, 
and the purchase price mentioned is one hundred pounds. 

Three years before, on March 24, 1714, he had married 
Miss Elizabeth Mix, born in Norwich, Connecticut, a 
daughter of Thomas Mix, a well-known citizen of Nor- 
wich and a granddaughter of the Rev. James Fitch, a 
Puritan divine, whose wife, the charming Dorothy White- 
field, was descended from the Grindalls, Sheafes, Wilsons 
and other dignitaries of the Church of England. This 
was considered a most illustrious marriage. Elizabeth 
Mix was a sister of Madame Yale, mother of the founder 
of Yale College, and through the Whitefields there was 
a close connection with the Higginsons of Salem and 

After a few years, Captain John Pearson became tired 
of life in the Connecticut colony, and returned to New- 
bury, where lie received bis patrimony. Besides the old 
Short mill which his father had bought, he built another 
farther up the stream and proceeded to acquire a landed 
estate. Bv purchase and other means, he managed to 
gather up something like one hundred and fifty acres be- 
fore his death, and died one of the richest men in the 

His wife, Elizabeth Mix, was always of especial inter- 
est to the family, probably because she came from the far 
away colony of Connecticut. She used to visit her cous- 
ins, the Higginsons, in Salem, and many members of 
this family were frequent guests at the Pearson house. 
Some of the Gerrishes of Salem, who later removed to 
Boston, were connected with Madam Pearson’s family, 
and they also had relatives among the Newbury Gerrishes 
who lived at one time in the old Spencer-Pierce house on 
Little’s lane. Their visits to their Newbury relatives 
were never completed without paying a call upon the 



Pearsons at the Mills. Elizabeth Mix Pearson died at 
the Pearson house, February 14, 1726, and after two 
years of widowerhood, Captain Pearson married Miss 
Lydia Ilsley, who probably made a most excellent wife, 
hut who never had the social charm or grace that Eliza- 
beth Mix happily possessed. Her memory has remained 
fresh in the family for seven generations, while the fact 
that there was a marriage between Captain Pearson and 
Lydia Ilsley has been almost forgotten. 

Captain John Pearson, hv his wife Elizabeth Mix, had 
several children. The inheritor of the estate at Newbury 
was, however, Silas, horn at Newbury, June 27, 1724, 
and who, through his patriotic services during the Revo- 
lution, became known as “the patriot.” He it was who 
brought to Pearson house it greatest glory. 

(To be continued ) 


“We omitted in our last an account of the doings of the 
Town, on this affair, at the meeting on Tuesday. The 
last of the two propositions of Messrs. Pickman and 
Derby was almost unanimously accepted, namely, That 
they would convey to the Town, without any considera- 
tion of money, a portion of the ground in the centre of 
Derby Place, on condition that the Town will erect there- 
on within two years, a Market House and Towm Hall, the 
ground so given, to he sufficient for passages each side. 
The expense of the building (to he of brick, 100 feet by 
40) was estimated at 9,000 dols. A committee was chosen 
to carry into effect the vote of the Town, and for that 
purpose were authorized to borrow a sum of money not 
exceeding 12,000 dollars. The following are the com- 
mittee: Messrs. Joseph Peabody, Joseph Ropes, Willard 
Peele, John Crowninshield, Joseph Waters, John Pun- 
chard and Wm. P. Richardson .” — Salem Gazette, June 11, 


( Continued from Vol. LXI, -page 184.) 

Indenture. Whereas, Onesiphorus Mash, sen. of Ha- 
verhill, having, by a writing of even date, bequeathed his 
daughter, Abigail Mash, to his nephew, Jno. Page, jun. 
of Haverhill, and to Sarah, his wife, to be as their own 
child, therefore, said Jno. and Sarah hereby oblige them- 
selves to treat said Abigail in every way as a parent 
should, according to the laws of nature and of Chris- 
tianity. Said Abigail to live with them until her mar- 
riage, when she shall be given a suitable portion. Ac- 
cordingly Jno. Page owns said Abigail for his own daugh- 
ter, always providing that she shall not be given in mar- 
riage, without the consent of her father, the said Mash, 
if he be living or residing nearby at that time, or dis- 
posed of in service without her own or her father’s con- 
sent ; also providing that upon the death of said Jno. and 
Sarah, the said Abigail shall, if unmarried, return to her 
father or his assignees. Aug. 8, 1678. Wit: Andrew 
Grele, Roger Burges. Ack. by John Page, jun. and 
Sarah [her V mark] Page, Aug. 8, 1678, before Nath. 
Saltonstall, commissioner. 

Edward Clarke of Haverhill, conveys to Onesiphorus 
Mash, sen., of Haverhill, about two acres meadow in a 
place called Polecie meadow, bounded as by Llaverhill 
towne records, with land of Hugh Sherrat and Edward 
Clarke, Jno. Carlton, Jno. Chenerie and said Clark. 
Sept. 12, 1678. Wit: Robert fford, Onesiphorus Mash. 
Ack. by Edward Clai'ke Aug. 5, 1679, Dorcas, his wife, 
surrendering her dower rights, Oct. 13, 1679, before Nath. 
Saltonstall, assistant. 

Phillip Grele of Salisbury, planter, for £22 conveys to 
Joseph French, the elder, of same town, tayler, ali my 
parcell of upland which I lately purchased of Timothie 
Lindall of Salem, marchant, which lot was formerly Mr. 
Dous rie lot, granted to said Dou by original grant of 




ye town of Salisbury. Bounded by ye present logg fene& 
next ye bridge, by Major Pikes meadow and Mr. Gold- 
wyers land to said Hrenches ditcb. March 27, 16S0. 
"Wit: Tho. Bradbury, Steven Bennet. Ack. by Phillip 
Grele, Sarah, bis wife consenting thereto, April 7, 1680, 
before Nath. Saltonstall, assistant. 

William Allin, sen., of Salisbury, bouse carpenter, for 
about fower acres upland and swamp, conveys to Capt. 
Tho. Bradbury of same town all my yland of upland in 
Salisbury, which I formerly bought of Richard Hubbard, 
being near ye towne creeke known by name of Waire 
Hand. Dec. 29, 1679. Wit: John [bis E mark] Ste- 
vens, Timothy Swan. Ack. by William [his S mark] 
Allin, sen., April 8, 1680, before Hath 61 Saltonstall, 

William Allin, sen., of Salisbury, house carpenter, for 
natural love and alfection which I bare unto my well 
beloved children, George Hews of Salisbury, mariner and 
to my daughter Mary, his now wife, conveys to said 
George and Mary Hews, about eleven acres upland which 
I lately purchased of John Stevens, sen., of Salisbury, 
at a place called gunners neck in said Salisbury. Bounded 
by Merrimack mayne riverside to ye head of ye Creeke. 
Together with a convenient highway through the remain- 
ing part of said Stevens land into ye present highway, 
which runs from Merimack river into ve comon. 29:10: 

1679. Wit: Tho. Wasse, Richard Hubbard, William 
Allin. Signed by William [his Sb mark] Allin. 

William Bus we 11 of Salisbury upon Merrimack, in con- 
sideration of a deed of sale under my father Buswells 
hand, conveys to said father about eight acres land in 
Salisbury jovning to land of Sam el Helloes, sen., which 
lot formerly belonged to Jno. Severans, sen., and part of 
it to my said ffather, as it is bounded in a deed of sale 
dated April 7, 1670, under Sam 11 Buswells hand. April 
8, 1680. Mem. ye proprietors of this land being obliged 
to perform ye dutie enjoyned by town grant towards 
mending of ye road to Carrs fferry. Witness : Sam 11 [his 
mark] Helloes, sen. Ack. bv Willi. Buswell, April 8, 

1680, before Hath 11 Saltonstall, assistant. 



Isaac Buswell sen., of Salisbury, for a deed of land 
of equal date and ten pounds secured by bill under ye 
band of my sone William Buswell, conveys to said Wil- 
liam about twelve acres land in Salisbury, called ye ferrie 
lott, as it is now fenced in together with said Williams 
land, as also a small peece on ye north side of ye contrv 
road leading to ye ferrie. April 8, 1680. Wit: Sam 11 
[his 7 mark] ffelloes, sen. Aclc. by Isaac [his 7 mark] 
Buswell, sen., April 8, 1680, before Hath. Sal tons tall, 

Isaac Buswell, sen., of Salisbury, for £18, conveys to 
his son William of same place, a parcell of meadow in 
Salisbury, at a place called ye points, and known by ye 
name of Baylyes meadow, containing about five acres 
for one moyety thereof, the other half belonging to my 
said son by his own purchase, bounded on the whole by 
a creek called ye little river and by ye comon. April 8, 
1680. Wit: Isaac Buswell. Ack. by Isaac [his 7 mark] 
Buswell, sen., April 8, 1680, before Hath. Saltonstall, 

Whereas, Susannah Buswell, relict of Isaac Buswell, 
jun., of Salisbury, and administratrix to his estate, had 
made an agreement in writing with her father Isaac Bus- 
well, respecting the estate upon her husband’s account 
that she might expect in behalf of herself and children, 
wherein, upon composition made by her father Buswell 
performing to me and mine, dated July 15, 1679, in 
which she was to resign all claim to any part of the 
estate, but what is in said writing called a deed of gift 
and that clause being omitted and not entered, therefore, 
the said Susannah covenants with said Isaac Buswell, 
her father in law, (who has manifested much love to her) 
that neither she nor her heirs shall lay claim to any part 
of said estate of her deceased husband (otherwise than is 
expressed in said writing of July 15, 1679). She also 
renounces all right in the house her husband built upon 
her said fathers land in Salisbury, and in which he died, 
which I owne was to have been resigned upon our agree- 
ment before this time. Providing that the house hold 



stuff removed by said Susannah to Hampton, since her 
husbands decease, part whereof my sd father claims, may 
remain in my own hand. Hov. 15, 1679. Wit: Sam 11 
Dalton, John Gillman. Acknowledged by Susannah [her 
Sb mark] Buswell, Hov. 15, 1679, before Hath. Saltonstall, 

Jno. Emery, jun., of Huberv, planter, for £13 conveys 
to Phillip Brown of Salisbury, tayler, all my half part 
of a six acre lot of marsh in Salisbury, formerly belong- 
ing to Mr Sam 11 Hall, and by him sold to William Pills- 
bery and by Hugh Marsh sold to me, bounded by lotts of 
Abraham Morrill and Willi. Sargent originally, butting 
upon a creek and a great neck of upland. Dec. 13, 1679. 
Wit: Tho. Bradbury, Dan 11 Tilton. Ack. by John Emery, 
April 25, 1680, Mary, his wife consenting thereto, before 
John Woodbridge, commissioner. Whereas in this deed 
it is specified that the right demised to Phillip Brown 
had its first right from Acquilla Chase, it appears that 
William Pillsbnrv was the first purchaser and bought it 
of Mr. Sam 11 Hall as recorded, therefore, to prevent fu- 
ture difference Willi. Pillsbury acknowledges that the 
right derived from him to Aquilla Chase is just and the 
right of said Aquilla is true. Willi. Pillsbury appeared 
before John Woodbridge, commissioner and disclaimed 
any right in the demised land, May 31, 1680. 

Richard Hubbard of Salisbury, blacksmith, and Jno. 
Allin of same town, planter, for two acres upland, convey 
to Daniell Peirce of Hubury, yeoman, all their propor- 
tion of marsh or meadow in Salisbury formerly to Mr. 
francis Doue, jovning the beach. Bounded by Dou® 
Creeke so called towards ye upland of ye greate neck, to 
a division stake between us and Peter Eyers. Reserving 
liberty for Peter Eyers to transport his hay over said 
Pierces marsh provided he make good any damage there- 
by, and under like conditions shall said Pierce have lib- 
erty to transport his hay over Peter Eyers marsh. July 
8, 1679. Wit: Timothie Woodbridg, Mary Woodbridg. 
'Ack. by Richard Hubbard and John Allin, July 8, 1679, 
before Jo. Woodbridg, commissioner. M s Martha Hub- 
bard, wife of said Richard Hubbard, gave her consent to 



her husband’s act, Nov. 14, 1679, before Nath 11 Salton- 
stall, commissioner. 

William Carr of Salisbury, shipwright, for £23, con- 
veyed to Mary Hewes of Salisbury about three acres of 
land in Haverhill, lately purchased of John Griffin, be- 
tween ye house and land of Edward Clarke and ye land 
of Sam 11 Shepherd. April 24, 1679. Wit: Robert Lord, 
sen., Robert Lord, marshal. Ack. by William Carr, April 
24, 1679, before Daniell Denison. Elizabeth, wife of 
said Carr, surrendered her dower rights, 15:9:1679, be- 
fore Sam 11 Dalton, commissioner. 

William Carr of Salisbury, shipwright, for £71 and lid 
conveys to Phillip Grele and John Allin, both of same 
town, a certain Hull of a vessel that was builded by said 
Carr, at Salisbury, at a place, commonly called pipe stave 
point, and was there upon the stocks in the middle of 
May, 1679. The same being a Ketch of about thirty five 
tunns burthen, having a pink stern and being called the 
Phillip and Mary. The abovesaid Phillip Greele, two 
thirds, and John Allin, one third of ye Ketch, as she is 
now launched and mored in ye river at Salisbury. July 
20, 1680. Wit: Joseph Grele, John Groth. Signed by 
William Carr. 

Whereas Jno. Hutchins and Joseph Hutchins of Haver- 
hill gave bond in double sum in houses owned by them 
in Haverhill, unto William Hudson of Boston, vintner, 
for the payment of £93, 14, 7d, in currant pay with ye 
marchants, to be paid in different amounts on the first day 
of May, 1665, 1666 and 1667 in Boston at ye Castle 
Tavern, said bond being dated April 26, 1664 and signed 
by either with E H as their mark and witnessed by 
Robert Pike, Edward Hutcheson and Joseph Pike and 
ack. by John Hutchins at. Salisbury court, 11, 2, 1665 
and entered 20, 2, 1665. Therefore, all payments being 
well and truly made, and the bond, which should have 
been delivered up being lost, the said William Hudson 
acquitts said J ohn and J oseph Hutchins of all obligations 
in regard to said bond. Dec. 24, 1673. Wit: Wm. Lyther- 
land, Wm. Nathanel, Waymouth. Boston, May 20, 



1680. Ack. by Capt. Wm. Hudson before Jno. Hull, 
assistant, Bartho. Gidney, assistant. 

Richard Dole of Huber ie, merchant, as agent and 
attorney for John Sanders of Weeks in ye parish of Doun- 
ton in county Wilts in old England, yeoman, for £78 in 
•currant money of sd. England, conveys to J ohn Stockman 
of Salisbury, gent, the premises hereafter mentioned in 
Salisbury, viz., a house lot of about three acres accord- 
ing to town grant, formerly belonging to Jno. Ralfe, 
father in law of sd Sanders, late of Salisbury, deceased, 
bounded originally with house lots of Mr. Tho. Dumer 
and Mr. Henry Mouday, butting upon the green and a 
highway on hog house neck. Also a house lot which said 
Sanders bought of Tho. Dumer of about three acres be- 
tween lots of sd. Jno. Ralfe and Willi: Partridg. Also 
eight acres more being part of said Sanders house and 
planting lot between lands of sd Mouday and Mr. Henry 
Byly, butting upon land of Richard Wells, late deceased 
and land now called Major Pikes pasture. Also that 
division of five hundred acres belonging to Jno. Ralfe 
containing about seventeen acres lying between Jno. 
Eaton and part of Richard Goodales, near Exiter ridg. 
Also ye free hold in Salisbury belonging to said Ralfe and 
ye six acre cow comon lot of salt marsh, belonging to ye 
township being ye forty second in number, lying between 
Jno. Hodges and Tho. Rowell. Also a six acre meadow 
lot belonging to sd Ralfe in a place comonly called great 
meadowes between meadow lotts of Richard Horth and 
Joseph Parker, butting upon great neck and upon little 
river, July 19, 1678. Wit: Tho. Woodbridg, Caleb 
Moody. Whereas, Jno. Sanders of Weeks, parish of 
Dounton, and Hester his wife, have sold several parcells 
of land as afore said to said Jno. Stockman, Richard Dole, 
attorney to sd Sanders, ack. said sale, July 19, 1678, be- 
fore Jo. Woodbridg, commissioner. 

John Dickison of Salisbury, mariner, being indebted 
to John Allin of same town, mariner, for £18, 6s, 8d, to 
be payd at sd Allins now dwelling house at or upon Oct. 
ninth next ensuing, binds over to said Allin for security 
his dwelling house, oarchyrd, pasture and erible land 



adjoining. Aug. 9, 1680. Wit: George Hewes, Ephraim 
Winsley, Phillip Grele. This bill satisfied by John Dicki- 
■son, as owned by Jno. Allin, before Tho: Bradbury, re- 

John Dickison of Salisbury, mariner, being indebted 
to John Allin of same town, mariner for £36, 13s, 4d, to 
be paid at sd Allins now dwelling bouse in Salisbury at 
or upon the last day of April next ensuing, binds over 
to sd. Allin all ye marsh and meadow in Salisbury, pur- 
chased or given him by bis father John Dickison. Aug. 
9, 1680. Wit: George Hewes, Ephraim Winsly, Phillip 
Grele. Signed by John Dickison. Entered on back of 
original bill, as follows: Rec. upon account 6 pounds, 
Aug. 9, 1680. Rec: thirty pounds, thirteen shillings, 
fower pence, May 11, 1681. Signed by John Allin, be- 
fore Tho: Bradbury, recorder. 

John Stockman of Salisbury, gent, for £17, conveys 
to Jno. Clough, sen., of same place, carpenter, all my six 
acre cow comon lot of salt marsh in Salisbury, originally 
belonging to ye freehold of Jno. Rolf of Salisbury, de- 
ceased. Said lot being forty two in number, lying be- 
tween lotts belonging to Jno. Hodges and Tho: Rowell. 
July 26, 1680. Wit: Tho: Bradbury, Timothy Swan. 
Ack. by John Stockman, Aug. 4, 1680, before Nath: Sal- 
tonstall, assistant. 

Execution on land, meadow and commonages of Jno. 
Wells, in Haverhill, which said Wells sold to Daniel Thir- 
ston of Nubery to satisfy judgment granted said Thir- 
ston at Salisbury court, April 8, 1679, and also 1 li, 10s, 
4d, and costs. Signed by Tho. Bradbury, rec. Dated, 
May 6, 1680, and served by Robert Lord, marshall. Re- 
turn was made by Robert Lord, marshall, who received this 
execution on July 5, 1680, attaching land, etc., as desig- 
nated above, and giving Daniel Tbirston possession by 
turff and twigg. 

Joseph Easman, lately of Salisbury, planter, for £45, 
conveys to bis brother, Nath' 1 Easman, of same town, 
cooper, all my division of land in Salisbxiry, which with 
my brother Benjamin Easman was bought of our father 



Rodger Easman, of Salisbury, sd land belonging to me 
the sd Joseph Easman, bounded betweene me and said 
Benjamin Easman, beginning at ye landing place by ye 
creek. Oct. 27, 1680. Wit: Tho: Bradbury, Timothy 
Swan. Ack. by Joseph Easman, Nov. 3, 1680, before 
Daniel Denison. 

Leiftenant Phillip Challis of Amsbery, formerly called 
Salisbury, Newtowne, with consent of Mary, his wife, on 
account of a great desire and affection towards a godly 
ministry to be settled in Amsbery and for a faithful dis- 
charge of the trust reposed in me by said towne as well 
as to prevent in future the alienation of the land from 
the purpose intended, assigns unto ye publique use of ye 
ministry in Amsbery, for the upholding of the same by 
perpetual succession forever, a parcel of land granted 
to me, March 2, 1662-3, by the inhabitants of said town, 
being in ye comon from end of land formerly of Robert 
Ring, between ye twenty acre lotts and ye farms to ffox 
Hand Swamp, the lott layers to leave sufficient highway, 
(about which land an action was commenced against me 
at ye last Salisbury court by some of sd. Newtowne to 
compell me to give 100 li. bond, to return land which they 
said was granted me by the town, but which was proved 
upon trial to be mine without reservation.) The ffoeffes 
in trust hereby being invested with full power to secure 
said land for the publique use of the ministry, but not to 
dispose for other use. It is further agreed that the frog 
pond formerly granted by town of Amesbery to said 
Challis, shall be excepted, also a convenient way to it. 
Possession given to the ffoeffes in behalf of the ministry 
by turff and twigg. Mch. 25, 1673. Wit: William 
Hacket, J acob Morrill. Ack. by Leiftenant Phillip Challis 
and Mary [her ( mark] Challis, his wife, Mch. 12, 1673, 
before Robert Pike, commissioner. 

{To be continued.) 



By Geokge Gbanvilee Putnam. 

( Continued from Volume LAI, page 344-} 

Captain J. Clifford Entwisle, fourth City Clerk of 
Salem since the organization of the city government, died, 
after a long illness, at his home, 20 Linden Street, Salem, 
on December 24, 1924. He was born in Brooklyn, 1ST. Y., 
June 17, 1852, the son of the late James and Ellen (Daw- 
son) Entwisle. His father was an officer in one of the 
famous Hew York regiments that marched away in the 
early days of the Civil War, and the son always delighted 
in telling how, as a little boy, he felt very proud in seeing 
his parent with the rest of the troops going to the front. 
The son was educated in the public schools of Hew York, 
and for a time he attended the College of the City of 
Hew York. 

When a lad in his sixteenth year, he became restless 
with life ashore, and so decided to try for a voyage to sea. 
He succeeded in obtaining a chance aboard the big ship 
William Tapscott, a vessel famous in the emigrant service. 
He continued to like the sea, and did not give it up, as 
so many young men have done after one voyage. 

In 1872, he shipped before the mast on the tea clipper 
Surprise, belonging to the late Abiel A. Low, formerly of 
Salem. He continued in the China, Japan, Australia and 
East India trades for the next twenty years, sailing as 
third and second mate of the Surprise, until she was 
wrecked in Yecldo Bay, about 18 miles from Yokohama, 
in February, 1876. The ship was under the command of 
the late Capt. Frederick Johnson of Salem, and in charge 
of a pilot. In the fall of the same year Captain Entwisle 
joined the ship Sacramento of Boston, at San Francisco, 
commanded by the late Capt. William H. Helson of Salem, 
as second mate, afterwards served as chief mate for five 
years. He assumed command of the Sacramento in 1882. 




After a successful voyage to China and return, Captain 
Entwisle was transferred to the ship Ringleader of Boston, 
belonging to the same owners. This ship he commanded 
for seven years, making his last trip in 1891. 

He was a member of the Common Council for three 
years, serving as president in 1894. The next year he 
was chosen an Alderman. 

January 6, 1895, he was elected City Clerk, to fill the 
vacancy caused by the death of Henry M. Meek, and he 
continued to hold that office till his death. His prede- 
cessors in the office were Joseph Cloutman, 1836-1862 ; 
Stephen P. Webb, 1863-1871 ; Henry M. Meek, 1871-1895. 
Captain Entwisle was always very thorough in whatever 
he did, and he served the city with zeal and devotion, 
often under many trying circumstances. He was affable 
and endeavored to serve the citizens and the city in a 
manner that should be above criticism. While in the city 
government, and previous to his election as City Clerk, 
he was for three years on the reportorial staff of the Salem 
News, to which service he brought the same painstaking 
carefulness that characterized him in his official duties. 

Captain Entwisle was prominently connected with many 
fraternal organizations. He was a member and clerk of 
the Salem Marine and East India Marine societies, a 
trustee of the Boston Marine Society and for three years 
its president; John Endicott Lodge, A. O. IT. W. ; Salem 
Lodge of Elks ; Starr King Lodge, A. F. and A. M. ; 
Washington Koval Arch Chapter; Sutton Lodge of Per- 
fection; the Salem Co-operative Bank; the Essex County 
Press Club; and the Tabernacle Church of Salem. 

He was married, Eeb. 2, 1888, by Rev. DeWitt S. Clark 
of the Tabernacle Church, to Miss Emma Kelson, daugh- 
ter of the late Capt. William H. Kelson, with whom he 
sailed a number of years in the Sacramento and Ring- 
leader. She died May 22, 1914. He leaves a sister, 
Mrs. Ella M. Snedeker, Salem, and three brothers, Harry 
B. of Jersey City, K. J., Frank J. of Arlington, K. J., 
and Arthur W. of Brooklyn, K. T., and a host of friends 
wherever he was known. 




Several years ago the writer learned the following story 
of an exciting voyage from the late Captain Nathan A. 
Bachelder of Salem. It relates his experiences and se- 
vere trials in a trip from Boston around Cape Horn to 
the West Coast of South America, with dealings with the 
famous filibuster Walker. In relating his story the cap- 
tain said : 

In 1856 the ship George Raynes lay at anchor off the 
end of Lewis wharf, Boston, all ready for a voyage round 
Cape Horn. The vessel had been chartered by the Acces- 
sory Transit Company of Nicaragua, organized in New 
York by wealthy capitalists in 1849, just after the gold 
fever broke out in California, with permission from the 
Nicaraguan government to transport passengers across the 
country, the company paying one dollar per head for each 
person. They owned a fine line of steamers, running be- 
tween San Francisco and San Juan del Sud, and also 
built a good road from this port to Lake Nicaragua, a 
distance of from 15 to 18 miles, well equipped with omni- 
buses sent out from New York, using mules for motive 

After reaching the lake, small steamers and boats con- 
veyed the passengers across the lake, down the San Juan 
river to the port of San Juan de Nicaragua on the At- 
lantic, with steamers waiting at that port to take them 
to New York. This was shorter than the Panama route 
and by many considered more desirable, as there was less 
danger of sickness, also avoiding crossing the dangerous 
roads on the Isthmus. 

The ship had been chartered by this company, of which 
Commodore Cornelius Vanderbilt, the famous steamboat 
and railroad magnate, was president, to carry a cargo of 
coal from Boston to San Juan del Sud, a small port in 
Nicaragua, in Lat. 11 degrees 22 minutes north and 
Long. 85 degrees 44 minutes west. This port was the 
terminus of the contemplated canal across Nicaragua 
on the Atlantic side. 



The ship was built in Portsmouth, N. H., by George 
Raynes, a noted shipbuilder, having in his day launched 
many fine vessels, this being the last one he ever built. 
She was named for him. She was a fine model, large 
carrier, not an extreme clipper, but built after the model 
of the old New York packets to Liverpool, in fact she was 
built for that trade; three decks, the upper or passenger 
deck running the whole length of the ship, divided into 
three cabins — after, second and forward — with steerage 
passengers on the second deck. She made two voyages to 
Liverpool and then went into the California trade. Owned 
by the late John Bertram of Salem and several other 
gentlemen, among whom were Glidden & Williams, of 
the famous shipping house from Boston to California in 
those days, they also being the ship’s agents. Crew con- 
sisted of 25 souls all told. After getting all ready to 
sail, the ship was detained, owing to a misunderstanding 
between owners and charterers as to who should pay some 
charges of captain, as those were the days of big advance 
wages to crews, and stealing sailors out of ships was quite 
a business, with no shipping commissioner then, as now, 
to depend on. 

Each vessel employed a shipping master to obtain the 
crew, and some of the agents worked more for the sailor’s 
interest than they did for the ship. It was a common 
saying among sea captains that it was difficult to tell 
when the ship would be ready to sail, so many annoyances 
arising just then, and not until the pilot left and light- 
house was astern, did they feel that the vessel was under 
their charge. It proved so in our case, as the following 
incident will tell. Besides having three officers, who came 
well recommended, I took the precaution to employ two 
policemen to go on board to assist in case of need, and 
when I went home in the afternoon I felt all would he 
well. Coming up next morning on the early train, expect- 
ing to sail, I called into the office at the end of Lewis 
Wharf. One of the owners said, “Captain, have you heard 
the news ?” I asked “What ?” He answered, “Your ship 
is in charge of the revenue cutter.” I did not wait to hear 



any more, but took a boat, and when I reached the ship, 
found such was the case. To make the story brief, this 
was the substance: Somehow rum got on board, and in a 
skirmish between officer and crew, a sailor threw a slung- 
shot, striking the mate in the eye, crippling him ; this 
demoralized the two other officers. They went over the 
bow, down the chain cable onto a big cake of floating ice 
in contact with the chain, and the policeman was also will- 
ing, so “Jack” had charge. The cutter was laying close 
by, and seeing the fight, the lieutenant lowered his boat 
and came on board, put the four ringleaders in irons, and 
took charge. The sequel of this was, the ship had to 
engage another chief officer and six new men, as the four 
ringleaders were put in prison and two of the men de- 
tained as evidence, causing an extra expense to the ship 
of three hundred or four hundred dollars. 

While we were detained, the weather was good, with 
fresh westerly winds. Now we were ready for the second 
time, it had changed; the wind was light westerly, but 
the sky was inky-looking, with a very low barometer. 
It was a Saturday afternoon, I remember. I asked the 
advice of some of the old sea-dogs on Commercial street, 
and they said, “Go.” Our pilot also had the same opinion, 
but he said if we got under way we must go to sea ; it 
wouldn’t do to anchor in Nantucket Roads, on account of 
the large amount of floating ice. He had been tending 
on us for a week, and was impatient, wanting to get 
the vessel off his hands, so his opinion did not influence 
me much. Also asked one of the owners. His answer 
was, “Nothing to say.” I then made up my mind to wait 
till Monday morning. That night a furious northeast 
storm set in, raging all day Sunday and evening. Had 
I gone out Saturday P. M. the northwest wind would not 
have taken me farther out than Minot’s light, and after 
the northeast wind struck us we should have tried to work 
offshore, which we could not have done, and ship and all 
hands might have piled up on the beach, for it was a furi- 
ous storm. Four A. M. Monday, I looked out of my win- 
dow at the hotel, and found the stars shining bright, sky 



clear, wind northwest. Started for the ship and got on 
hoard in a short time ; soon the pilot and two steam tugs 
came alongside and made fast; hove up our anchor and 
started. Reaching the channel of Boston lighthouse, we 
discharged the pilot and tugs, and with the topsails set 
and foresail, we swiftlv passed Minot’s lighthouse on our 
way across Boston Bay for Cape Cod, breathing freely for 
the first time for a week, thankful that we really had the 
craft under our charge. 

Passed Highland Light, Cape Cod, at 3.30 P. M., and 
signaled ship’s name. Later on, took our departure from 
Hausett light and shaped our course down South channel; 
weather very cold, wind and sea increasing. Soon, dark- 
ness closed around us, but with good lookout, fore and aft, 
we sailed on all right. Through the night we had double- 
reefed the topsails (whole sails in those days, no double 
rig), and when daylight came we were running off our 
nine and ten knots before a heavy northwest gale. On the 
third day out, in the Gulf Stream, the weather grew 
warmer, and I feared, as is sometimes the case in cross- 
ing, the wind might die out and haul easterly; but, on 
the contrary, it freshened considerably, with very heavy 
northwest squalls and the sea frequently combing over the 
rails on deck with fury, and thus it continued, gradually 
slackening up till the eighth day out, when we were 1600 
miles from Boston Light, on our course to the E. S. E., 
nearly reaching the latitude of the northeast trades, which 
we took after a few days’ baffling wind in the “horse lati- 

Having always been a firm believer in Lieut. M. E. 
Maury’s IT. S. 1ST. sailing directions, I had a few days 
previously pricked off on the chart our course to the 
equator, by his route for the month of February. Ho 
doubt Lieutenant Maury shortened the distance from the 
Atlantic ports to the equator ten days. In my earlier 
voyages we used to go well to the eastward, sometimes 
sighting the Cape Verde Islands, so as to clear Cape St. 
Roque, the northeast cape of Brazil, and the Rocas, a 
very low and dangerous shoal about 130 miles northeast 



of the cape. It was so low you discovered the breakers 
before the low sand islands right in the track of vessels. 
This shoal has a lighthouse on it now, so with a good look- 
out on shipboard all danger is removed. These two places, 
in older times, used to he the great bugbear to the ship- 
master, and filled him with anxiety till he had passed 
them. Lieutenant Maury dispelled this doubt, and mar- 
iners sail on with little or no fear. 

One voyage I crossed the equator in longitude 35 de- 
grees west, made the land to leeward of Cape St. Roque, 
heat round close inshore and cleared it in 48 hours. 
'Another voyage I crossed in 35 degrees 35 minutes west, 
and cleared it in one week. Twice I have passed to lee- 
ward of the Rocas shoal, and several times to the leeward 
of Fernando de Norouka Island, and I always came by all 
right; so that I have little or no fears of that corner. 
This voyage, after leaving the horse latitudes, we took the 
trade wind well to the eastward, braced up the yards and 
sailed on a wind to the S. S. E. with moderate trades 
and pleasant weather, nothing of note occurring. Crossing 
the equator in longitude 28 degrees 27 minutes west, 23% 
days from Boston, distance sailed 3,620 miles, — which 
for a full ship, deeply laden and drawing 21 feet 26 inches, 
was very satisfactory. Once I had crossed before in 23 
days, and another voyage in 24, but both of these passages 
the ship was not so deep. I think an extreme clipper 
with our chance would have made it in 17 days. If I 
remember right, the shortest passage ever made was by 
the Great Republic, in 15 days 19 hours. But we must 
hurry up and reach the “experiences,” fearing your read- 
ers will get tired of this sea voyage. 

On the fourth day from the equator passed Pernam- 
buco, and keeping her clean rap full, we sailed swiftly 
down the coast of Brazil, reaching the latitude of Rio de 
Janeiro in good time. Here the wind hauled free; set 
the studding sails and headed down for the Rio de la Plata 
with little or no change, save occasionally speaking a 
vessel, or the wind shifting round, sometimes suddenly 
to the southwest, giving us a little excitement for a few 



hours, and detaining us for a day or so, when it would 
die out or haul northerly, starting us on our course again ; 
heading, after we passed the river, for Patagonia, the 
weather growing cooler and about our only companions 
were the squeaking penguins, bobbing their heads out of 
the water like a big cork on a fishing line, and the alba- 
tross, that noble, graceful bird, soaring aloft through the 
heavens as quickly and easily in the heavy gale as in the 
calm, some of them measuring 10 feet from tip to tip. 
The cape pigeons, a very pretty, graceful bird about the 
size and build of our home pigeons, were also our com- 
panions through storm or calm, and although away in these 
dreary regions we had a plenty of company. 

By keeping well in with the land, westerly winds pre- 
vailing, we made good progress to the south-southwest; 
occasionally had a header from that quarter, sometimes 
suddenly, when the big whole topsails had as much as 
they could stand ; this held us sometimes for a day or 
two, checking our headway. We made, however, good time 
down the coast of Tierra Del Fuego, approaching the 
Strait of Le Marie and Staten Island, when the weather 
came on thick, wind hauling to the southwest, so we were 
obliged to keep away for Cape St. John, the easternmost 
land on the island. I felt disappointed in not being able 
to go through this strait, which was over 15 miles wide 
and clear of all danger, and would have been a saving of 
40 miles on our voyage. 

A voyage or two later I came down and entered the 
strait in the afternoon, with a leading wind, and by mid- 
night we were half way through, when we came suddenly 
into a very heavy head sea, and I was fearful the wind 
would haul southwest and we should have to run back 
under the lee of the island, but fortunately it held to the 
westward, and when daylight came we were through all 
right, heading over for Cape Horn. I have no doubt the 
heavy head sea was caused by the meeting of the currents, 
which run very strong sometimes in this strait. Staten 
Island is the southeastern extremity of the continent, is 
about forty miles long, and on a clear day is seen seventy 


Captain J. Clifford Entwisle. 

From the original in possession of the Salem Marine Society. 



miles off, with its lofty, ragged summits, covered with 
snow, rising to the height of three thousand feet. 

After rounding Cape St. John, we met the long westerly 
swell of the South Pacific ocean, wind from the west- 
southwest, thick and squally weather, so that we made slow 
progress for twenty-four hours. The next day it hauled 
northerly, and with all sail set we headed over for Cape 
Horn, passing about ten miles south of it, feeling encour- 
aged by this start that we might be favored, but in this 
we were disappointed, for in a few hours it hauled ahead 
again, and for ten or fifteen days we had all we wanted 
of Cape Horn weather. Some days we were under close- 
reefed topsails and storm stay-sails, hammering into the 
heavy head sea, hardly holding our own. The wind 
whistled through the rigging, not to the tune of the aeolian 
harp, but as though a thousand serpents were holding rev- 
elry. The ship tugged and strained with her heavy load, 
as the seas dashed furiously against her sides and on deck ; 
but with a good ship, well found in sails and rigging, all 
was well. 

I could but contrast this passage with one I made in 
1848, my first voyage as master, off here, in a little vessel 
only 106 tons burden, so small that if you wanted a bucket 
of salt water, all you had to do was to step on the lee 
side, reach over the rail, and bail up. In this craft we 
were forty-two days to the southward of 50 degrees south 
latitude, owing to our fit-out from home. We started on 
a trading voyage to the Society and Sandwich Islands and 
California. The ship’s husband, who superintended the 
loading and fitting away, was an old sea captain, very 
economical and also part owner. Being a young man, I 
did not like to ask many questions, feeling that his experi- 
ence would provide the necessaries. After we sailed, the 
chief officer informed me that we had only one suit of sail, 
which had made two voyages to the coast of Africa. One 
day, when about a fortnight out, pitching into a head sea, 
our topmast and top-gallant mast settled, owing to the 
hounds or shoulders of the mast giving out. These we 
secured in place by lashings of chain through the fid-hole, 



over the mast-heads. In looking over the bow, a day or 
so later, I found the copper on the vessel’s bottom started 
and ragged. 

This was a had beginning for a Cape Horn trip.- The 
consequence was, when we reached the Cape, and it came 
on to blow, our sails gave out, and after the gale we had 
to lower them on deck and repair them. Ships would 
come up and pass us with their new sails, soon leaving 
us out of sight astern, working away on our old rags, with 
mittens on. It was a wonder we ever weathered the Cape. 
The experience of that cruise taught me a lesson, — to 
know, before I sailed, the condition of our outfit. 

I should have gone into Rio de Janiero, purchased a 
new suit of sails and coppered the vessel, but to save 
expense and port charges, I called at the island of St. 
Catherine, a small port to the south of Rio. I took on 
board a boatload of wood, another of oranges, several casks 
of water, with a little fresh meat and vegetables, and, 
after two days’ detention, started out again, our disburse- 
ments amounting to $85, which I balanced by taking a 
Spaniard by the name of Pogie, as a passenger. A most 
amiable gentlemen, he never asked where we were bound, 
expressed no curiosity; only through the interpreter, as 
he could not talk English, said he would like to go, paid 
his passage money, and went on board. I feared he might 
complain of the fare on the passage, as, forty-five years 
ago, sailors knew nothing about the luxuries of modern 
ships, and the delicacies that owners put on board now. 
ISTo vegetables, fruits, fresh meats or soups, in tins and 
bottles; no stove in the cabin to warm us (sailors have one 
in the forecastle, now). It wasn’t considered safe, in those 
days, to have a fire, except to cook the food. I think I 
made four voyages round Cape Horn before I could be 
prevailed upon to have a stove. Good solid salt beef, 
well pickled with a mixture of saltpetre and salt, salt pork, 
and bread baked strong enough to keep two years, with 
baked beans and a fried rasher of salt pork, with duff as 
our dessert, — a pudding made by mixing flour and water 
together, with occasionally a few raisins or dried apples 



dropped in to give it a flavor, boiled for three or four 
hours in a canvas bag, — these were our luxuries twice a 
week. No lard allowed, the owner informing me that 
salt pork was better. Our list of stores for this cruise 
was as follows: six barrels of salt beef, three barrels of 
salt pork, three barrels of flour, a box of codfish and one 
of Union coffee, a small box of tea, two bushels of beans, 
six hams, and perhaps fifty dollars’ worth of small gro- 
ceries. Sometimes our passenger did not care to turn 
out to his meals, but twice a week, the days of luxuries, 
I always summoned him, and, together with the mate, we 
partook of the banquet. Of course our conversation was 
limited, and never did I hear one word of complaint; 
blow high or low, it was all the same to Mr. Pogie. 

This little craft was the best sea boat I was ever in; 
would lie-to like a Cape pigeon. I had the worst weather 
I ever experienced in twenty-four times passing Cape 
Horn. In a heavy west-southwest gale, lasting three days, 
at midnight of the second day in wearing ship our main 
boom broke short off in the middle, owing to the careless- 
ness of not making boom tackle fast ; we put tarpaulin on 
main rigging and fished it with one of the anchor stock, 
as we had nothing else on board. In this gale we drifted 
to leeward nearly one hundred miles; still we kept at it, 
and at last got round. 

After reaching the latitude of Valparaiso the mate 
thought it would be a good thing to go in and recruit, but 
we sailed on, soon reaching the southeast trades, and 
sailed away for the Society Islands, reaching the beau- 
tiful island of Otaheite, covered with verdure like green 
velvet from summit to base, and seen fifty miles off. A 
glad sight to us. Run in between two reefs and let go 
our anchor in a landlocked harbor, 181 days passage, with 
only fifteen gallons of water left. But not one of the 
eight souls on board showed any signs of scurvey (no lime 
juice law then), which might have been owing to our 
good blood or the regular exercise of the ship ; perhaps 
the diet had most to do with it, — can’t say which. Our 
passenger left, giving the vessel a good name; report said 



bringing on shore a big bag of doubloons, a Spanish coin 
worth sixteen dollars each. This may account for his 
sticking so close to his herth most of the time, like a 
setting hen. I hope your readers will pardon me for this 
digression, and will now go on. 

After this bad spell of weather, we had occasional starts 
ahead with favorable breezes for a short time, reaching 
the longitude of 78 degrees west; when the wind hauled 
to the W.S.W. wore ship head to the north, with Cape 
Horn 400 miles astern. We eased the braces a little, 
keeping her clean full with a strong gale abeam; let her 
go for all she was worth, every mile shortening our time 
in this uncomfortable region. Quickly we passed the west- 
ern entrance to the Straits of Magellan and up the coast 
of Patagonia and Chili, weather softening daily with a 
head wind occasionally for a change, when it would shift 
again to the westward, starting us afresh on our way. 

We passed the island of Juan Fernandez, which was 
right in our track. This island is four miles wide and 
about 12 miles long, some parts of it towering up in the 
sky 3,000 feet, and as we sailed along by it bringing back 
the days of youth, when we revelled in the story of Robin- 
son Crusoe with his goats and man Friday. 

Took the southeast trade winds in about latitude 30 
degrees south, and with all sail set, including studding 
sails alow and aloft, steering on a north course, passing 
Chili, Bolivia and Peru from 300 to 500 miles to the 
east of us. We sailed along over the smoothest sea I 
ever traversed, even the seabirds breathing it in and flying 
lazily, the clouds light and airy, the air pure and acting 
like a tonic. All the way between Coquimbo and Payata, 
a distance of 1,500 miles, quiet reigns supreme over this 
ocean, and there is seldom if ever any rain. 

Lieutenant Maury attributes this to the Andes (the 
backbone of the continent) drawing the last drop of water 
from the clouds as they pass over this mountainous range, 
over 12,000 feet high. In over 35 passages made in and 
out of these ports, I have never experienced a bona fide 
squall. Of course, on a wind, sailing through the trades, 



von will have strong flaws, as much as top-gallant sail3 
would stand, hut if ever there was a spot on earth akin 
to heaven, it is the ocean between these parallels. 

On shore, among the people, you notice the same quiet ; 
no hurry or push, and plenty of time to chat, — only occa- 
sionally, when the tidal wave rolls in from the sea, or the 
earthquake opens the earth with ghastly seams, causing it 
to tremble, then fear and dismay comes over them. Even 
the very animals realize that something dreadful is taking 

I made a voyage to Arica, Peru, a short time after the 
great tidal wave swept all the way across the Pacific ocean, 
rolling in with fearful force on the whole western side 
of Peru and Bolivia. If I remember right, there were 
eight vessels at this time in the port, at anchor in eight 
fathoms of water. One of them, an American man-of-war 
with a crew of 200 men, one of the double-enders, built to 
cruise up the rivers in the South in the days of the Rebel- 
lion ; also the Fredonia, an American naval store ship, 
an old vessel sent up from Valparaiso, where it was not 
considered safe for her to remain in the winter season, 
as northerly gales created a heavy sea in that harbor. 
The air was sluggish and heavy, with little or no wind, 
and no warning of what was coming, when suddenly the 
heavy sea rolled in like an embankment, sweeping every- 
thing before it up over the beach in-shore for a mile or 
more. Several of the vessels foundered at their anchors; 
others were dashed to pieces on the reef. Report said 
that when the sea receded it was dry ground where the 
vessels lay in eight fathoms of water, till the second 
roller came in. The captain of the American store-ship 
was on shore, but his wife, who was on board, was lost 
with all hands. The whole bottom of the ship was fairly 
torn out of her when she struck on the reef. The man- 
of-war was more fortunate. By good management they 
kept her head to the sea, and when the last roller came in, 
it carried her in-shore three-quarters of a mile from the 
beach and left her perfectly upright in a field, and she 
stood in the same position when I visited the port. At 



the same time of the tidal wave, the earthquake shook the 
city, and the walls of the buildings crumbled to the ground 
in ruins; the people losing all energy and pluck to build 
again after this fearful visitation. But enough of this. 

We are now 107 days out, in latitude three degrees 
south of the equator, 150 miles west of the Gulf of Guaya- 
quil, and I begin to plan what I will do upon arrival. 
Of course, I expect to find a pleasant, agreeable agent 
to assist me in discharging; with whom, sitting on his 
verandah, I shall have many pleasant chats ; also watching 
the mail steamers from San Francisco landing their pas- 
sengers, and those coming to town over the road, via Lake 
Granada, from Hew York, and meeting perhaps some old 
friends. In all these anticipations I was disappointed, 
as later on will tell. I was troubled a little, in looking 
over my charter party. It read as follows: “The ship to 
receive $22 per ton freight, $5,000 in gold coin payable 
upon arrival, balance of freight payable by a certificate 
from the agent upon the right delivery of cargo, at the 
company’s office in Hew York 10 days after the receipt 
of same.” From the $22 the owner of the ship must pay 
$8 per ton to a firm in Hew York that shipped the coal, 
this leaving $14 to the ship. I could not understand how 
a company of such standing, supposed to be A-l, as the 
Accessory Transit Company of Hicaragua, with such an 
able financier as the late Commodore W. H. Vanderbilt 
as its president, should allow an outside party to receive 
$8, when the same coal could have been put on board the 
ship in Hew York for less than $4. This puzzled me 
somewhat, but it was not my business to question the 
owners’ or charterers’ intentions ; all I had to do was to 
carry out the terms of the charter party. So I tried to 
feel all was well. 

Crossed the equator in longitude 84 degrees west. A 
few days after, one afternoon, ship going about 10 knots, 
weather squally and rainy, we being about 400 miles to 
the west of the Bay of Panama, that fearful cry which 
strikes terror to the sailor’s heart, was sounded fore and 
aft the deck, “Man overboard!” Quickly the life-buoy 



went over the stern, a man sent to the royal yard on the 
lookout; courses hauled up and yards braced, and ship 
hauled on a wind, topsail aback, boat lowered, and four 
strong arms with the mate pulled swiftly in the direction 
pointed out by the man on the lookout, where the poor 
fellow was last seen. After pulling about ten minutes, 
they suddenly stopped. With breathless anxiety we 
watched them. Life or death seemed to hang on their 
movements. Again they started broad off from the direc- 
tion they had been pulling, with seemingly a stronger 
stroke of the oar. A faint cry had reached their ears 
over the water, and in a short time, with the aid of the 
spyglass, we saw him, to our great joy, pulled into the 
boat. The poor fellow was well tired out. It was 45 
minutes by the watch from the time the alarm was sounded 
till he reached the ship. So he must have been 30 min- 
utes in the water, and how fortunate that he could swim 
and that the sharks didn't swallow him, for this ocean 
is full of them. Gave him a warm drink and let him 
turn in, and the next morning he was on deck, happy as 
a lark. It seems he went over the bow in the head to 
have a bath, when his foot slipped and he fell into the 
sea. Lucky thing all his clothing was off. 

We are now approaching our port of destination, the 
high land to the south of it is in sight, and with a light 
fair wind we expect soon to see the entrance to the harbor, 
which is only one-third of a mile across. With no land- 
marks or houses to distinguish it, it was not easy to make 
out, but having visited this port three years previous, with 
140 passengers on our vessel from San Francisco, I was 
acquainted with the lay of the land. When about six 
miles off, we noticed, with the spyglass, a canoe with two 
men — one of them had on a cloth cap with a gold band 
round it — paddling towards us. It had been a long time 
since we had had a chat with any human being outside 
of our ship’s circle, and we longed for a change, and in 
this we were not disappointed. When they reached us, we 
put over the gangway ladder and welcomed them on deck. 

Their garb seemed a little odd. One had on a blue cap 



with a dirty gold hand round it ; the other a slouched hat, 
with a hang-devil look about his face. On being asked 
their business, the gold-handed cap individual introduced 
his companion as the pilot. “Pilot,” I said, “I don’t 
want any. I have been here before; there is nothing in 
our way, and we have only to sail in.” “Well,” he an- 
swered, “want one or not, you will have to pay pilotage.” 
“How much is it a foot?” I asked. He answered, “Five 
dollars a foot.” “What !” I said, “guess you want to eat 
us up. Ship drawing 21 feet six inches, at $5 a foot is 
$107.50 ; earning two hours’ work pretty easy.” I asked 
him to show me his branch or pilot’s certificate. He said 
he had forgotten to bring it. This cut short our conver- 
sation on this subject. 

He then informed me that Mr. Walker, a native of 
Mobile, Alabama, had been elected President of Nica- 
ragua, residing at Granada, the capital; that General 
Hornsby, a native of Texas, held San Juan de Sud (our 
port) with about 75 soldiers, and that a civil war was 
raging, President Walker having seized all the property 
of the Accessory Transit Co., omnibuses, mules, boats, 
road, in fact, everything, checking all transportation of 
passengers and mails. The town was deserted. The mer- 
chants and United States consul had left. The hotel, for- 
merly for the passengers, was used as a barracks. All 
business was at a standstill. 

This was not the news I was expecting, and I made 
up my mind to proceed cautiously. During our conver- 
sation the wind hauled off shore, and being about time 
to tack, I told the pilot to take charge, with this under- 
standing, that I would pay him for the services what the 
ship’s agent said was right. I told him everything was 
ready to go round. He answered, in a suave kind of a 
way, “Captain, you tack her ; I don’t understand the square 
sail rig.” I felt as though I could have picked him up 
and tumbled him over the rail into his canoe. This bogus 
fellow, for he turned out to be such, hardly knew the 
bow from the stern. As it was coming on night, I made 



two short tacks and anchored three miles outside the town 
in 14 fathoms of water, 115 days from Boston. 

As soon as the anchor was down, these two bucks jumped 
into the canoe and paddled quickly to the shore, as I 
afterwards learned, to report. Mate and myself talked it 
over that evening and concluded things looked a little 
foggy. The next morning, to my satisfaction, the wind 
was off shore, giving me an excuse for not getting under 
way, as I did not wish to bring the vessel any nearer till 
I had ascertained the true state of affairs on shore. 

Lowered away the boat and pulled for the town. When 
I struck the beach, found the gold-band-capped gentleman 
waiting to receive me, with the addition of a sash around 
his waist and a sword at his side. He stated that General 
Hornsby would like to see me at headquarters. I started 
at once with the man as our guide, and was received by 
the general cordially, and had a very pleasant conversa- 
tion for a short time, when I asked him if he would be 
so kind as to let someone show me to the agent’s house. 

He called the orderly, and after a short walk reached 
the place, and was introduced to a Mr. Smith, as the agent 
of the company. He seemed very reticent in giving infor- 
mation, so much so that I was not at all pleased with the 
meeting. He stated that he was all ready to receive the 
cargo and wished me to commence discharging at once. 
I told him that as soon as I came inside I would begin, 
and called his attention to the clause in our charter party, 
where it read, the ‘“Ship to receive $5,000 gold coin upon 
arrival,” and that I should be glad to give him a receipt 
for the same. He replied that it was not convenient then, 
but he trusted he would soon be able to do so. The con- 
versation ended by my telling him that I should not de- 
liver a pound of coal till the money was forthcoming. 

Feeling uneasy, I started on a survey of the town, and 
in my walk met a Colonel Kewen and Lieut. Saunders, 
who were next in command to General Hornsby. I was 
introduced to their wives, both being very intelligent ladies 
from one of our Southern States, and had a pleasant chat ; 
also met a young man who had been clerk in the United 



States consul’s office, and from him I learned the true 
condition of affairs. 

Walker was indeed President, but he had been placed 
there by the bayonet of the filibuster-terror, and civil war 
was raging. All business was at a standstill. He in- 
formed me that two ships that preceded us the agent 
ordered one to Acapulco, the other to Panama. The Mr. 
Smith to whom I had just been introduced, was Walker’s 
agent. The bona fide man had to leave after the two 
ships ran away, Walker telling him if he did not go in 
24 hours, he would shoot him. He also said that there 
was no coal in the place and no means of getting any, 
unless from our ship, and that the vessel that discharged 
the last cargo of coal previous to the two that run away, 
lost her whole crew by deserting the ship and joining the 
filibusters, and that the captain had to pay $150 per man 
for a crew to work his ship by the run to Callao; that 
General Hornsby had instructions from Walker to seize 
our cargo; that three cannon had been mounted on the 
cliff at the entrance to the harbor, to open fire on us in 
case we attempted to sail away. Walker’s reason for claim- 
ing the cargo was that the Accessory Transit Company 
was in debt to his government $300,000 head money, dues 
from passengers that had come across the country; also 
that a steamer was expected from San Francisco inside 
of a week with another load of recruits for the army. 
He had established a custom house for the ship, with 
tonnage dues, anchorage fee and pilotage. This was all 
robbery, as when I visited the port three years previous 
it was a free port. He informed me that they were very 
short of provisions, from the General down, had hardly 
the necessaries of life. Of course, in a country like this, 
one need not starve. They could live on rice, fruit and 
fish. It was hard drawing this information from the 
young man, he fearing his life might be in danger, if it 
reached Walker’s ears ; but I promised secrecy. 

It was now growing late in the afternoon, and I had 
heard quite enough for one day, and with the thermometer 
at 80 degrees I concluded to go on board the ship, cool 



off, and digest it. I started for the boat, and when I 
reached her the lieutenant was there, accompanied by a 
soldier. When he informed me that he had strict orders 
from the General not to allow me to go on beard, I made 
no answer, but attempted to step into the boat. The 
soldier pointed his musket at me and cried, “Stop!” As 
it was two to one and the musket, I concluded to sur- 
render, and seated myself on the stump of a decayed 
tree near by, without saying a word, but doing some 

In a moment or two I arose to my feet and said to 
my opponents, “Let us go to headquarters.” Upon reach- 
ing the house, I demanded of the General by whose author- 
ity I was detained, and declared that it was a high-handed 
offence to detain me. I had mixed with Chinamen, Ma- 
lays and South Sea Islanders, but never before had a 
musket been pointed at me. I told him that if he de- 
tained me, or interfered with my ship in any possible 
way, I would abandon her, go home, and call on his 
government for damages. He knew as well as myself, 
however, that what I said had not much to back it, and 
that Walker and his followers rested only on a shell, liable 
at any moment to be shattered. But something must be 
said to keep my end up. Had this Accessory Transit 
Company been English instead of American, a man-of-war 
would have been lying in the harbor and the ship would 
have had prompt assistance. But this was in the days 
of the Pierce or Buchanan adminstration, when our coun- 
try was ruled by Southern Democrats, plotting then to 
overthrow it, so we were left alone to fight it out without 

General Hornsby answered me by saying : “Captain, we 
won’t mince matters, but come to it at once. Your cargo 
of coal we are bound to have, and if we allow you to go 
on board, we fear you will sail away as the other ships 
did. That is why you are detained.” By this time I fully 
realized that I was surrounded by a reckless, unprincipled 
set, with nothing to lose; that I was in their power and 
they could fret and annoy me and increase the ship’s 



expenses. So I concluded, after the General had his say, 
to at once go on the other tack, using a little persuasion 
and diplomacy. I said, “General, you are making a mis- 
take. I have not the slightest idea of running away, and 
nothing to gain by such a course, and no time to lose. 
The ship is chartered home with guano from Peru. If 
I am detained and do not reach the port of Callao by the 
first of November, the ship will lose $3 per ton on her 
charter, which will amount to $4,600. You will see at 
once that I have no time to go cruising to find a market. 
Should I go to Panama, the Pacific Mail Steamship Com- 
pany, knowing my fix, would not offer me eight dollars 
per ton, and if I go to San Francisco, it would be a long 
passage to an expensive port, which would eat up half 
the cargo. You expect a steamer inside of a week. Per- 
haps I may receive advices from my owners, via San Fran- 
cisco, or the captain of the steamer may purchase our 
cargo, and I give you my word I will not leave.” 

This seemed to strike him forcibly, for he at once said : 
“Captain, you talk reasonable and your face looks like an 
honest man. I will not detain you, but after you reach 
your ship, if I see any signs of a move on your part, I 
will send a crowd of men and take charge.” 

I bade him good afternoon and started, breathing a 
little more freely. When I reached the ship, I talked 
the matter over with the chief officer, and we both con- 
cluded that the fog had not lifted any, but seemed thicker 
than on the previous evening. From what I had learned 
through the day I feared the Accessory Transit Company’s 
ability to carry out the terms of our charter party, and 
that Walker’s crowd would not long be in power. Appar- 
ently they had control long enough to ruin the company. 
My proper course would have been to lay out my lay-days 
(45), as per charter party, enter my protest, and call on 
the company for damages ; but if they had no bottom, 
every day’s detention made it worse for my owners. I 
made up my mind, as soon as the opportunity offered, hit 
or miss, I would take my chance and sell the cargo to the 
highest bidder, and if this could not be done, as the last 



push I would slip our chain and sail away in the night; 
and while waiting for something to turn up, I must steer 
clear of breakers and keep ship and myself out of trouble 
with the daredevils on shore. 

The next morning early, I started for the town, with 
our boat loaded down with provisions. Our cabin flour 
was in 50-pound tins, air-tight, — flour, hams, cheese, but- 
ter, biscuit, with a few cabin luxuries for the ladies. Up- 
on landing, I dispatched these stores to the officials, from 
the general down, and gave them an invitation to spend 
the next day on board and take dinner. All came in the 
ship’s gig but the general, who had started that morning 
for Granada, to see Walker. They all seemed to enjoy 
themselves very much, and were well pleased with the 
change and dinner. Just before leaving, Col. Saunders 
came and quietly said to me, “Captain, you shall not lose 
a man from your crew.” I thanked him and said it would 
be a great help and saving of expense if they all stayed 
by the ship. After tea I went on shore with them,, and 
remained a little while in the evening. When I started 
to leave, the captain of the guard gave me the counter- 
sign to pass the guard, as the town was surrounded by a 
picket guard at night, so that the Nicaraguans should not 
surprise them. 

I trust it may not be out of place if I drop a word 
or two of advice to the younger readers of this sea story. 
After 38 years’ experience as master, visiting almost 
all the noted seaports of the world, associating with 
all nationalities, I made it a point always, if possible, to 
be civil, courteous and accommodating with all I had 
to deal. This helped me over rough and jagged places, 
bringing to a successful termination many crooked ques- 
tions. I do not hesitate to say that that boatload of pro- 
visions, which did not cost over thirty dollars, and the 
dinner where I gained the confidence of the officials by 
a few kind words, saved the owners of our ship some 
thousands of dollars. 

The next week was an anxious one. I went on shore 
daily, so as to allay all suspicion of any intention to leave, 



mixing with the authorities, if such they could he called, 
always having a ready excuse in case I was asked why I 
did not bring the ship in, which seemed to satisfy them. 
A few days later I had an attack of fever, caused by 
anxiety and exposure to the sun. The shore doctor at- 
tended me, and his report helped to keep all quiet. One 
morning, about ten days after our arrival, the steamer 
Sierra Nevada, Captain Blitham, arrived from San Fran- 
cisco. This was the one we had been looking for, and I 
sent the chief officer on board to ask if the captain would 
call and see me. He came before he went on shore, bring- 
ing a gentleman whom he introduced as Commodore, presi- 
dent of the company in San Francisco. I said, “I am 
glad to meet you, Commodore ; tell me what is best to do 
for all concerned.” After waiting a moment, he answered 
slowly, “Captain, I cannot advise you in this matter; 
you must use your own judgment.” 

Thus thrown upon my resources, I offered him the 
cargo as per charter party at $22 per ton. This he de- 
clined, but was willing to pay that price for 300 tons, 
which I sold him. After talking this matter over for a 
half-hour, I agreed to sell him the cargo at $17.50 per 
ton, and cancel the sale of the 300 tons on these condi- 
tions: That I should have all the time till his steamer 
sailed again for San Francisco (about ten days) to con- 
sider this offer, hoping I might meantime hear from my 
owners. The steamer to tow the ship into the anchorage, 
to take the cargo as per 13 per cent, lading, no weighing, 
to give Captain Blitham power of attorney to act for him 
after he left, to pay me the five thousand dollars in gold 
coin down, the balance payable on return of steamer from 
San Francisco in drafts at ten days sight on Morgan & 
Sons, Hew York. I drew up a strong agreement, which 
we both signed. The captain sent the steamer to tow us 
to the anchorage, when we commenced discharging at once, 
much to the joy of the filibusters, as with our cargo they 
would have coal enough to keep the steamers running back 
and forth to San Francisco, bringing recruits. This was 
all they wanted, and they did not worry us any more on 



that line. We soon put the 300 tons on hoard, as the 
steamer hauled alongside and we swung it over from our 
hatch and rail down his. 

The time soon came for them to sail, and as they were 
heaving up the anchor, I went on board and told the 
captain the cargo was his, having heard nothing from the 
owners. Soon she was on her way, and we were left alone. 
The days rolled hy quickly, working on cargo and ship. 
Every now and then something would turn up on shore to 
discuss ; often the mate reported hearing the musket-balls 
as they whistled through the rigging, owing to the random 
firing on shore. The fact was, they were a reckless, un- 
principled, desperate set; like their leader, Walker, there 
to get the most they could out of it. The discipline was 
bad, and almost every day some trouble arose among them. 
One afternoon, in a street fight, a soldier killed his com- 
rade by running him through the bowels with his bayonet, 
and I don’t think he was ever brought to justice. 

I went on shore almost every day, as it was policy for 
me to keep on the right side of them, to save the ship 
trouble and expense. One day I had an invitation to go 
out and see a duel fought, between the captain of the 
artillery and the judge of the district court. The trouble 
originated in this manner. In some argument together 
they came to hot words, when the judge picked up an 
empty beer bottle, throwing it at the lieutenant, striking 
him in the head, for which he challenged him to fight a 
duel with pistols, which he accepted. Seconds were cho- 
sen, and we started out to a level piece of land, about a 
mile from the town. Upon reaching the spot, they com- 
menced on business at once. Twelve paces were marked 
off, pistols loaded and cocked, combatants placed in posi- 
tion, and the signal to fire was one, two, three, and fire 
when the word three was pronounced. 

I noticed on the way out, the judge was very nervous 
and excited, while the lieutenant was cool and collected. 
I said to myself, the judge, in his condition, might fire 
a random shot broad of his mark; so I glanced around 
for a place of shelter. Fortunately a large tree, on an 



angle of about 45 degress from the battlefield, was near 
by, and behind this I barricaded myself, well protected, 
so I could see on either side. Stillness reigned around; 
twelve paces seemed like death to one or both.; pistols 
were handed to them, and word given to be ready, in a 
clear voice. “One, two, three!” when, to our great sur- 
prise, the judge took deliberate aim and pulled the trig- 
ger, but the cartridge failed to explode. The lieutenant 
was on the watch, and could have shot his antagonist dead, 
but took in the situation at once and discharged his pistol 
in the air. This so overcame the judge, that he apolo- 
gized, and both shook hands, and to our great joy all re- 
turned to town alive. 

While lying here, a New Bedford whaling captain by 
the name of Norton, arrived in a pilot boat that he had 
purchased in San Francisco to cruise on this coast for 
seal oil. This was just the craft the filibusters wanted, 
and, on some slight pretext in relation to custom horse 
business, they seized and confiscated her. This was about 
all the property the poor captain owned, and it made him 
sick, but he could get no redress. They turned the vessel 
into a so-called Nicaraguan man-of-war, changing her 
name to Granada, and placing her in charge of Commodore 
De Buessot and other high-named officials. Walker sent 
her north, in the Gulf of Fonseca, 150 miles away, on 
a cruise. While sailing about they overtook, one day, a 
big canoe crossing the gulf. Among the passengers was 
a Nicaraguan gentleman belonging to one of the first 
families in the state. After this capture, they squared 
away for San Juan, and at the time they arrived I was 
on shore and saw the poor fellow as he landed, and sick 
at the time. They mounted him on a mule the same even- 
ing, and the day after he reached Granada. Walker tried 
him by court martial and sentenced him to death. The 
same evening he was taken out on the square and shot 
by a file of soldiers. Many such scenes took place in the 
reign of this cold-blooded, heartless man; but his time 
came at last, for, not many months after he was driven 
out of the country and went across to Honduras to try to 



play the same game there. But the authorities were on 
the alert, and if I remember right, he was seized as a 
spy and shot in the same manner that he had shot many 

Our discharging went on smoothly, they taking away 
our coal as fast as we could deliver it. Every Saturday 
I gave one watch liberty on shore; at 6 P. M. I sent in 
our boat for them, when every man returned promptly 
and sober. I never had such a quiet time in port with 
my crew, and the boatload of provisions and dinner cer- 
tainly paid good dividends in this case. After a month’s 
time, we had discharged all our coal but 300 tons, which 
we agreed to keep on board for the steamer on her return. 
I then took in 400 tons of ballast, keeping the coal in 
the middle of the ship, with our ballast forward and abaft, 
the coal separated by a plank bulkhead, so that, after we 
had put the 300 tons on the steamer, we should be about 
ready for sea. 

It was now 40 days since the steamer left, and she was 
daily looked for. To me this meant a good deal, for if 
she should not return, after landing all our cargo our 
voyage might wind up badly, as the only guarantee I had 
was the agreement with Mr. Garrison. One morning, a 
few days later, to my great delight, we sighted smoke in- 
shore to the northwest. Soon the hull of a steamer was 
in sight; in an hour or so she anchored, and proved to 
be the Sierra Nevada from San Francisco. I went on 
board and found the purser all ready for me, with drafts 
signed for full payment of cargo. I also found a gentle- 
man on board going across the country to take the steamer 
for Hew York, who kindly took my letters, and so I was 
relieved of an anxiety that had been hanging over me 
ever since the steamer sailed away. The next day she 
hauled alongside and we soon put the balance of coal out. 

A short time before I sailed, the authorities gave me 
what they called a banquet, the like of which I never wish 
to attend again. Speeches were made, toasts drank, and, 
by 11 P. M., it began to be very lively, when I begged to 
be excused, as it was necessary for me to be on board, 



feeling thankful that the time was daily growing shorter 
when I should not he compelled to mix with such a crowd. 
Coming on shore, next day, I was informed that many of 
them were under the table by midnight, and had the Nic- 
araguans come in that night they might have taken pos- 
session of the town and murdered all hands. 

In settling up I had to pay $288 port charges. This 
was robbery, as it would have been a free port, had not 
these usurpers been there. Another heavy charge was 
for ballast, which cost, put alongside, $925. 

However, we got away fairly reasonable; the whole 
disbursement account, including the above, was $2172. 
Soon as the coal was out, all we had to do was to take 
away our bulkheads and level off the ballast. 

Saturday afternoon came, and I was all ready for sea. 
Sunday intervening, I concluded to wait until Monday. 
In the afternoon, I took a walk out on the main road and 
met a man coming in on horseback, holding up something 
in his hand. As I greeted him, he handed me two letters 
— one from my family, and the other from the owners, 
dated St. Nicholas hotel, New York, in which they in- 
formed me that if I had not already done so, to sell the 
cargo, as they had read the agreement I had with Mr. 
Garrison, and it was the best thing that could be done. 
These were the first letters I had received from home 
since leaving Boston, and they were a pleasant surprise, 
and paid for waiting over Sunday. Early on Monday 
morning we hove up the anchor, set all sail, saluted the 
lookers-on with the Stars and Stripes, and gladly sailed 
out of this God-forsaken port. 

We have now a dead beat of nearly 1500 miles to the 
south, to reach our port, as the trade winds blow from the 
south most of the year, along the coasts of Colombia and 
Peru. So we braced the yards sharp up, close-hauled on 
the wind, course full, and, by taking every advantage of 
the slants of wind, sometimes we were close in shore, then 
off for a hundred miles or so. It was a very monotonous 
passage, hardly a sail being seen, fine weather all the 
time, only the Andes for the eye to rest upon, towering 



up into the heavens, upward of 12,000 feet, and seen 
sometimes, on a clear day, over 100 miles. Thus the time 
passed quietly, the good ship working to windward and 
shortening our distance daily. This coast is not like ours, 
dotted with villages and life, with the exception of Guay- 
aquil and Payta. It has no desirable ports until Callao 
is reached — what towns there are being inland. 

We did have a little excitement for a short time one 
night. If I remember right, it was just after midnight. 
The chief officer coming running down to my stateroom 
calling out, “Captain, breakers right ahead.” “Hard down 
the helm, and go on the other tack,” I answered. When I 
came on deck, the main yard was swinging round, tacka 
and sheets flying, and all excitement, for the mate, with 
no uncertain sound, had called all hands, and every man 
was doing his best to save the ship. Soon the head yards 
were trimmed sharp, and we were heading off with our 
stern to the breakers. 

I called the chief officer and quietly asked him where 
the breakers were. “Right there, Sir,” he said. But 
nothing could be seen by either of us. I made no com- 
ments, but, three hours after, tacked ship in shore again. 
One hour and a half later, daylight came, and the land 
was 20 miles off. 

I think the chief officer’s breakers were a school of por- 
poises playing, or else, in his imagination, he pictured 
them. He was an excellent officer, but that organ was 
largely developed. 

After a fair passage of 40 days, we anchored in the 
port of Callao, 20 days ahead of time, so our $3 per ton 
on our charter home was saved. As soon as we received 
our custom house visit, I went on shore to the American 
consul’s office for our letters. On reading the owners’ I 
found our drafts on Morgan & Sons, Hew York, had been 
protested. This troubled me some, but the owners wrote 
that I had done right in selling the cargo, and would 
advise me by next mail. 

The port of Callao is a splendid harbor, capable of hold- 
ing a large number of ships. The anchorage is good, fine 



weather, and no anxiety as to the squalls or storms. We 
found a large fleet of fine American and foreign ships, 
almost all of large tonnage. Some were loaded and out- 
ward bound, others, getting ready to sail for the famous 
Chincha Islands, to take in their guano cargoes. These 
were the days when our flag floated out to the breeze in 
almost every foreign port, and on every ocean, and which, 
a few years later, our fearful civil war blighted almost 
out of existence, so that, today, a full-rigged American 
ship is a rare sight. These were also the days of big 
freights — our guano charter home to Hampton Roads, for 
orders, this voyage was either $22 or $24 per ton. 

Callao was also one of the hardest ports in the world 
at this time for sailors. In many instances they were 
bought and sold for the time being at a nominal price by 
the sailor, runners and shipping masters, who handled 
them. The laws of Peru were lax and the officials winked 
at many transactions, so that this class of men had full 
swing. The first night in, we set the customary anchor 
watch of one man, and I did not worry myself about any 
of our crew running away. Some time during the night 
a runner got on board, went into the forecastle and spun 
Jack a nice yam about going up to Lima on the train to 
see a bull fight, and stopping at the hotel and going into 
the country on a picnic. So nice a picture was too much 
for Jack, and he swallowed the runner’s bait and sailed 
away. At daylight when the mate called all hands, we 
found that 10 of our crew had deserted. These men left 
behind them, in wages due, the snug sum of $749.86, which 
they forfeited by running away. I have gone into this 
port, some voyages, feeling obliged to keep the third offi- 
cer walking the forecastle with a musket all night, so 
that no one could leave, but in our case I did not suppose 
that any of my crew would be so foolish as to run, after 
being on board nearly eight months, and in the last port 
discharged 1525 tons of coal and taken on board over 400 
tons of ballast. These men were probably taken on board 
some outward bound ship without ever seeing the shore, 
with $90 advance wages against their names on the ship- 


ping articles; if not taken on shore and dumped down 
through a trap door into some dark hole to await orders 
from the shipping masters. 

What inducement could such men, having nothing due 
them, and working out a dead horse, to try, unless driven 
to it, to save a disabled or leaky ship on the homeward 
passage ? 

Our ship was at the Chincha Islands loading when the 
next mail arrived, hut our letters from home brought the 
good news that the drafts had been paid. The reason of 
the stopping of the payment was because the owners felt 
that the ship was entitled to the full amount of freight, 
as per charter party, $14 per ton, the balance to go as far 
as it would towards paying for the coal ; the shipper looked 
at it in a different light, and the interested parties met, 
talked the matter over, and it was settled in this manner, 
viz: ship to receive 14-22 of the $26,688, amount the cargo 
sold for; the shipper of the coal to receive 8-22 of that 

Five months later the vessel arrived in Hew York, and 
the owner advised me to make up and present our claim 
for short payment. The cargo sold for $26,688, and had 
we received what the charter party called for, it would 
have been $6862 more ; adding 20 per cent damages for 
short payment made the amount of our claim $8234. With 
Mr. Hecksier, the owner of the coal, who was acquainted 
with all the interested parties, we started to make our call. 

Commodore Vanderbilt’s office then was in a two-and- 
one-half-story building facing the lower part of Broadway, 
near the Battery and South Ferry. Upon reaching the 
office, the doorkeeper took our cards and in a very short 
time we were ushered into the inner sanctum, and intro- 
duced as the captain of the coal ship. The commodore 
received us very courteously, and we stated our business, 
handing 'im the claim which he looked over and laid on 
his table, and then commenced questioning me rapidly, as 
to how I succeeded with Walker’s crowd, what he was 
doing, state of the country, and many other inquiries, 
which I cannot recall. One thing I remember, the in- 



formation he gained from me seemed to please him very 
much, as I answered all his questions open handed and 
frankly, and he asked how I would like a steamship. I 
replied that I would have to go to school again and learn 
the tactics all over. This conversation continued about 
three-quarters of an hour, when he closed the interview, 
inviting us to call again, he naming the date. 

"We left, feeling that it looked very favorable in relation 
to the claim. On the day appointed we made our second 
call, and was received in the same courteous manner. I 
was sharply questioned again in relation to Walker’s do- 
ings in Nicaragua for half an hour, and then he referred 
us to a Mr. Cross, I think a son-in-law, whose office was 
in the second story of the same building. We called at 
once, stating that the commodore had referred us to him. 
He promptly told us that the owners of the ship should 
consider themselves very fortunate with the results of the 
voyage, as it now stood, and declined to accept our claim. 
We left much disappointed at the sudden turn of the tide. 

Our claim, with the two ships that preceded us, was put 
into a lawyer’s hands, with the understanding that they 
should receive 25 per cent of any money collected, and 
there it remains till this day. 




The late Captain William Beadle of Duxbury, a native 
of Salem and a retired shipmaster, wrote, in 1907, an 
acknowledgment of the receipt of a calendar of the Asiatic 
National Bank of Salem (now merged in the Naumkeag 
Trust Company). A sketch of Captain Beadle was pub- 
lished in the second series of “Salem Vessels and Their 
Voyages.” The letter was addressed to President George 
H. Allen and Cashier William O. Chapman of the Asiatic. 
It will surely delight the heart of everyone in any way 
connected with the commercial history of Salem. Captain 
Beadle wrote as follows: 

“Duxbury (on the Bay), Mass., 

January 5, 1907. 

“The calendar arrived this morning, and you will please 
accept my sincere thanks for it. The America, her his- 
tory, and those connected with her, bring a thrill of pride 
to me, when spoken of or in sight. I heard her history 
many years ago, and had the spot pointed out to me where 
she lay, tied up, many years. It is at the head of what 
is now Phillips wharf, on that side next the railway, where 
vessels were taken out of the water to be repaired. 

“Reading the account of her history on the back of the 
calendar brings to my memory Capt. Holten J. Breed, 
who occupied a pew nearly opposite to the one I used to 
sit in at the Eniversalist Church in Rust Street. I think 
he was grandfather to George H. Perkins and other boys 
of my acquaintance. Captain Caulfield was also known 
to me. In summer time, during my vacation, he would 
daily cor-ie to the end of Phillips wharf in the shade with 
Capt. John Francis, John Sage, my grandfather and oth- 
ers, and talk of the past. 

“Captain Caulfield sailed for Mr. Sage’s father, and 
Mr. Sage was mate, but would never take command. He 
was always averse to spare spars, and Captain Caulfield 
believed in them. On one occasion they lost some of their 



top-hamper, and the spare spars came in handy ; and after 
that Mr. Sage had nothing to say against them. 

“Captain Chever was wharfinger for S. C. Phillips. 
He was a small hut very pleasant man, much respected 
by almost everyone. My grandfather and father spoke 
very highly of him, and being about the wharf as much 
as I was. in those days, I saw him quite frequently. He 
lost his money by coffee, as others made theirs by it. He 
came home with a cargo and it brought only eight cents 
a pound. 

“In reading about the speed of the America , it is won- 
derful how those old-fashioned vessels developed speed; 
they were short, with much beam and not much depth, 
yet they would go through the water. 

“My first voyage was in the barque Iosco , belonging to 
Captain Bertram and others, — 225 tons, single deck, 
straight on the rail, and, on the wind, she would throw 
seas to the foremast, and in the lee-scuppers there was a 
steady stream of water with the lee-ports open to let it out. 
I have frequently hauled in the log-line when she was 
reeling off llVz knots. Capt. John Lambert was master, 
and Philip Morant was mate. The next voyage she stayed 
at Zanzibar. 

“One morning, at 7 o’clock, while off Cape of Good 
Hope, in the Marigo, Capt. John C. Pond, a sudden squall 
with a shift of wind struck her, and Captain Pond, after 
it was all over, said, “I expected we were gone.” It was 
a case of “all hands” and quick work at that. She was 
one of the Donald McKay clipper barges, owned by 
Michael W. Shepard, Wm. W. Goodhue, George H. Allen, 
John C. Pond, of Salem, and some Boston parties. She 
was formerly the Henry Hill, and was built for the Medi- 
terranean trade. She was like a pilot-boat, drew 5% feet 
more water aft than she did forward ; so when the squall 
struck her abeam and threw her over and hauling aft, her 
speed through the water, acting on her helm, her forefoot 
being so much nearer the surface than her heel, and round- 
ing as it did, her bow swung off, allowing her to right, 
and all hands had the “duck” off of her in no time. The 



lower maintopsail split at the middle of the foot, so that 
had to be taken in. We carried the upper maintopsail, 
the lower foretopsail, foresail and foretopmast staysail, 
and from 8 A. M. until noon she ran 60 miles — 15 miles 
an hour. Frank Rogers was mate, and the writer was sec- 
ond mate. But take her in a light wind and it would 
take a three-knot breeze to make her steer. We were 58 
days coming from Muscat to Zanzibar, and the owners 
were much worried about her and got extra insurance on 
her and cargo. 

“A sailor set her on fire the night before Christmas, 
1865. We were going to sail for home at daylight in the 
morning. The Glide was one month ahead of us through- 
out the voyage, but Captain Bertram had news of the 
burning of the Marigo before the Glide arrived in Salem. 

“The America was originally 114 feet long, 30 feet 
beam, 15 feet 4 inches deep, 14 feet 3 inches draft. The 
Glide was 129 feet long, 29 feet beam, and 17 feet deep. 
So you see there was not much difference in tonnage, the 
Glide being a trifle short of 492 tons, the America being 
473 tons. The America’s greatest speed was 13 knots; 
the Glide’s was about 12 knots. Coming home in the 1ST.E. 
trades on one occasion, the Glide went 1228 miles in 
five days. The next year I thought I would try that 
locality again, and ran 1238 miles in five days. Maury 
wrote: “If you have a six-knot breeze in the N.E. trades, 
you have a very strong trade.” Perhaps he would have 
thought the Glide had a stronger trade. 

“I am under the impression that the Glide was the most 
prosperous vessel Captain Bertram owned ; running safely 
during our Civil War to Zanzibar, Aden, Muscat and 
Madagascar. She, with the Storm King (later the Natal), 
carried very valuable cargoes of spices, ivory, hides, goat- 
skins, gum copal, ebony, coir, dates, senna, gum arabic, 
Mocha coffee, etc., all being in much demand, and he 
having it all his own way, she must have reaped a fortune 
for him. 

“When William Hollingsworth Hathome was her mate, 
with Capt. J ohn McMullin, the day before she sailed, lying 



alongside of the end of Phillips wharf, a southeast squall 
of wind struck her, and she careened so I thought she 
would put her yardarms on the wharf. She had bare poles, 
not a stitch of canvas on her, and no money would have 
tempted me to have gone in her. I never expected to 
hear of her after she sailed. That was in 1865. 

“In 1870 I went out mate of her, with Captain Jim 
Williams ; in 1876, master, and had her until 1883. Once, 
off the northeast end of Zanzibar, one morning at 7 o’clock 
a descending squall struck her, so I had to call all hands 
and take everything but the lower topsails off of her, as 
I was afraid she would roll over. Ho doubt you feel as 
if you had been several voyages, and feel quite salted, so 
I will close in order that you may escape seasickness. 

“I remain, sincerely, 

William Beadle.” 

Gleanings from a Record of Ships, Owned by the 
Late Gideon Tucker. 

The late Francis A. Re well, City Treasurer of Salem, 
loaned the writer a most valuable hook, containing the 
names of the officers and crews on several vessels owned 
by the late Gideon Tucker of Salem. The book is remark- 
ably well preserved, and the penmanship is clear and 
handsome. The time covered is from Dec. 6, 1820, 
through June 3, 1845. I have looked through the list, 
and I find there the names of many who aferwards be- 
came shipmasters or were prominent in home affairs. 

In the book are recorded twelve voyages of the ship 
Janus, twenty of the brig Olinda, fourteen of the brig 
Abby M., nine of the brig Augusta, four of the brig Cen- 
turion, three of the brig Rotund, three of the brig Sicily, 
two of the brig Neva, and one of the brig Ariel. 

The masters were : Capt. Wm. Brown and Capt. Henry 
G. Bridges of the ship Janus; Capt. Richard Wheatland, 
Jr., Capt. Daniel H. Mansfield, Capt. James Ring, Jr., 



Capt. Samuel Hutchinson, of the brig Olinda ; Capt. 
Richard Wheatland, Jr., Capt. Nathaniel Ingersoll, and 
Capt. Samuel Hutchinson of the brig Abby M.; Capt. 
Jacob Lee, Capt. Samuel Page and Capt. Seth Rogers of 
the brig Augusta ; Capt. Samuel Hutchinson of the brig 
Centurion ; Capt. John Ingersoll, Jr., of the brig Rotund 
and brig Sicily; Capt. Asa Bumam of the brig Neva; and 
Capt. John Ingersoll of the brig Ariel. 

It was pleasing to note the promotions in the foregoing 
list, from boy to seaman, to second mate, mate, and master. 
Among the officers I recognize as those having sailed as 
masters in other employs, Capt. Brackley R. Peabody, 
Capt. Joseph Hammond, Capt. Nathaniel Andrew, Capt. 
Henry B. Manning, Capt. Charles Hoffman, Capt. Daniel 
M. Marshall, Capt. James Gilbert, Jr., Capt. William 
Richardson, Capt. Nehemiah M. Andrews, Capt. Anthony 
D. Caulfield, Jr., Capt. James Fairfield, Capt. Jesse F. 
Potter, Capt. William E. Allen, and Capt. Daniel H. 
Bray. Probably there are many others who would be 
quickly recognized by another person perusing the lists. 

John Felt is recorded as second mate of the brig Olinda, 
Capt. Samuel Hutchinson, master, which sailed April 17, 
1843, for Montevideo and a market. His age is stated 
to be 29. 

John Battis was a cabin boy on the brig Centurion , 
Capt. Samuel Hutchinson, master, on a voyage to South 
America in 1831. Brackley R. Peabody was the mate, 
and he was afterwards a shipmaster for many years, and 
the father of ex-Councilman George L. Peabody of Salem. 
Mr. Battis narrowly escaped with his life when the brig 
Mexican was captured by pirates the next year. He was 
the father of the late Edward C. Battis, Esq., of the law 
firm of Raymond & Battis. 


Extracts from the Diary of Francis H. Lee. 

( Continued from Volume LX, page 80.)- 

Mar. 13th. Called on Mrs. Bryant after dinner and 
took an account of the Portraits in her house. She gave 
me a silhouette framed of Miss Micklefield, daughter of 
Timothy Micklefield. She showed me a long narrow 
early pattern looking glass with bevelled plate which stood 
in old times in the Endicott house in Danversport. In 
the evening called at Mr. L. Higbee’s and took a list of 
their portraits. Mrs. H. gave me a mortar which was 
purchased over 40 years ago at the sale of things belong- 
ing to Timothy Pickering. I afterwards called on Mrs. 
H’s sister Miss Briggs on Boston street and saw a por- 
trait of her uncle Capt. Tucker, also two old looking 
glasses and a small portrait taken in water colors of Sam’l 
Tucker for Desire Tucker at the age of 18. 

Mar. 16. Frank down to pass Sunday. He walked to 
Kernwood in the afternoon and seemed much pleased with 
it, tho’ he thought it had shrunk somewhat in its area. 
Lizzie Sturgis down to pass Sunday with Aunt Nancy. 
I showed her my room. She was particularly pleased 
with the Esther Gerrish portrait. 

Mar. 22nd. Spent the evening at Rose’s (Chestnut 
Hill), Leverett showing me the old Family silver and 
autograph letters of Queen Anne, Charles the Second, 
Cromwell, Sir Richard Saltonstall, Gov. Gurdon Salton- 
stall, Cotton Mather, Rev. John Cotton and many others, 
very rare writings. I also took a list of his valuable and 
interesting Family portraits and miniatures. 

Apr. 1st. Mrs. Brooks gave me a framed photograph 
of Capt. Story, a brother of Judge Story. 

Apr. 9th. The papers this morning announce that 
Ernest Fenollosa has secured the position of teacher of 
Political Economy at the University of Tokio in Japan. 

Apr. 11th. Walked after dinner to North Salem and 
down by the Farm and hack by the road behind the Farm 
( 396 ) 



across North street round by Gen. Devereux’s and Har- 
mony Grove to the house. New houses have sprung up 
in the side streets since I was last in North Salem and 
things generally have a strange aspect. It has been cloudy 
with occasional showers all day, but this didn’t prevent 
the Boys’ and Girls’ Walking Club from taking their first 
stroll of the season. They took cars to Marblehead, thence 
to Devereux Beach and walked hack and enjoyed a sup- 
per at Kitty Brooks’. Amongst the strangers were Sadie 
Upton, Mess. C. Brooks, Pettis and Adams of Boston. 

Apr. 15th. Called on Harry Lee at his house, hut 
found he was at his office. Saw him there and found 
that all his Lee geneaology was in his head and he will 
answer any questions Dr. Wheatland may write him. 
George Whipple’s engagement to Miss Emma Bailey has 
come out. 

Apr. 18th. Between 12 and 1 rode in Horse Cars to 
the Brooks and arranged for them to be at the station 
at 2.30 for train to Swampscott and we had also in our 
party Miss Lucy Cleveland, Margaret, Alice, Kitty Brooks, 
Sophie, Alice, Lucy, Nellie Clarke, Martha Fabens. An- 
other party consisting of Wm. and Abbie Andrews, Miss 
Davis of Boston and Nellie Lander went to another place, 
walking up the Marblehead branch whilst we went to the 
Willows, another party to the same place consisting of 
Dr. Perkins and daughter, Wm. Whipple, Miss Waldo 
and a Mr. Whipple of Boston. We walked home via South 
Salem and on the way a great sea-turn of clouds of mist 
enveloped us. 

Apr. 19th. Took a tour for first time in my life 
through Cousin Susan’s. Book cases of books everywhere, 
beautiful engravings and paintings and photographs 
thickly cover the walls. In the garret I saw fire buckets 
of dates (2) 1783 and (2) 1810, also a large number 
of the commercial account books of Tim. Orne, old chairs, 
chests of drawers, old trunks, a spinning wheel &c. 

Apr. 20th. Saw the collection of china, furniture, cur- 
tains &c. of Mrs. Parker which are to be sold at 60 Frank- 
lin street, it was mostly French and to my taste rather 



Apr. 21st. Mr. Fenollosa’s body was found yesterday 
morning' near one of the Yachts between the Beverly 
Bridges. He was identified by a spectacle case, hand- 
kerchief and rings. Funeral services were held this after- 
noon at 4 o’clock, at Mrs. Emilio’s, Mr. Willson officiating. 

Apr. 30th. Received a letter from Miss Caroline Dan- 
iels of St. John’s, Antigua, which throws some light on 
the Rose family, it was dated Apl. 11th, Hew York the 

May 1st. Called on David Haskins, jr., who seemed 
much pleased to see the letter from Miss Caroline Daniels 
and thought bv continuing the correspondence with her 
we might eventually learn quite fully about the Roses. 
He loaned me a very interesting letter book of his ances- 
tor David Greene kept partly in Antigua and partly in 
Horwich, Conn., during the Revolution and whilst he was 
a partner of John Rose, mother’s grandfather. 

May 6th. Out to the Browns’ at West Roxbury in 5.45 
train. We are to spend the week here. 

May 7th. With Sophie, Charles hunt and Eatie paid 
a visit to the a Amy Turner,” named for Mrs. Brown. The 
Captain took great pleasure in showing us all over the 

May 8th. Up very early and breakfasted at 6. Took 
the 6.30 train for Boston and at 7.30 started for Keene 
via Fitchburg and Cheshire R. R. to attend the annual 
meeting of the Cheshire R. R. which was held in their 
office over the station. John, Mr. Osborne of Peabody 
and others made speeches. Dined at the Cheshire House 
and this together with the trip was at the expense of the 
railroad. Called on Rev. W. 0. White after dinner, 
spending a half hour in a pleasant chat. He has por- 
traits and paintings, some by Mr. Harding, the artist, who 
was his wife’s father. The streets of Keene are lined 
with beautiful shade trees and comfortable looking houses 
and it seemed to me that the season was more advanced 
than in Mass. 

May 10th. Down to Salem at noon. Attended the 
Book Club auction. Hed arranged the books and I acted 
as scribe. The books realized $73.63. I bought only 
one, a biography of Shelley. 



May 21st. The Grand Army turned out about 1.25. 
Mr. Willson preached an excellent sermon, addressing not 
only the soldiers, hut the parish, as it was about his 19th 
Anniversary and also the last service before he sails for 

June 6th, Kitty, Endicott, Martha and George reached 
Salem at 7.30 and began their visit with us after having 
lived in London for seven years from April last. Georgie 
and Martha have considerably changed. Endicott passed 
the night with Frank Peabody in Danvers. Aunt Haney 
was in to see them during the evening. 

June 8th. In Boston. Called at the Decorators and 
saw Sophie’s screen which makes up beautifully. Charles 
Lunt saw it with me. Went with Martha, Hattie, Sophie 
and Endicott to see Gertrude’s presents, which are very 
rich and numerous. Martha counted 108 which I should 
suppose will be nearly doubled. At the Art Museum 
and saw the Portrait of Mrs. Murray, my great-great- 
great aunt and sister of Sarah Chandler Paine, mother 
of Dr. William Paine. It was painted by Copley in 1763. 

June 13th. Ernest Fenollosa and Miss E. Millet mar- 
ried yesterday. 

June 15th. Breakfasted at 7 and took the 7.40 train 
for Boston with Alice and Sophie and went immediately 
to East Boston, Emma Buttrick joining us at the Eastern 
Station. The Parthia was crowded with people and we 
spent half an hour with the Browns. Arthur Foote was 
also a passenger and Eliza Gardner, Eliza Winthrop being 
there to see her off. The wedding of Jack and Gertrude 
Lawrence came off at Trinity Church about 12 o’clock. 
Martha, Rosamund Lawrence and four other young ladies 
acted as Bridesmaids and Cottie, Frank, Rich’d Salton- 
stall and several other young men as groomsmen. It was 
a beautiful wedding, the chancel tastefully decorated with 
flowers. Rev. Wm. Lawrence, Gertrude’s cousin, offici- 
ated, assisted by Phillips Brooks. There was a large 
gathering at the reception afterwards at the house. 

June 16th. This morning the 8th Reg’t came to Salem 
to be inspected. Martha passed last night with us and 
I carried her with the other girls to Mr. Brooks’ office 



between 9 and 10 to see the Reg’t pass the City Hall. 
Early in the morning they had their tintypes taken in a 
group. In the afternoon the Veterans and Active Cadets 
paraded and went to the Willows. The girls with Charlie 
had a tintype group taken again in the afternoon. 

July 4th. In the afternoon walked to South Salem 
and sat for a long while on Mr. Brooks’ piazza. In the 
evening with Sophie and Lucy heard our two hands and 
saw the Fireworks on the Common. The Walking Club 
spent the day pleasantly at Bartholomews. 

July 7th. In the afternoon with JSTed Rogers walked 
to Forest River and took a swim, the water was warm and 
the soaking delicious. 

July 11th. With Sophie, Lucy, Alice and Mary Will- 
son went to the Willows at 5 and sat about on the rocks 
till about 7, taking our tea there. The threatening 
weather compelled us to return earlier than we had 

July 15th. A letter was received from Mr. Willson, 
June 30- July 2d, giving some of his experiences at Edin- 
boro, Dreybaogh Abbey, Melrose Abbey, Abbotsford, York 
and other places. He was having hot weather and had lost 
his pocketbook. Attended Judge Waters’ funeral at 3 
o’clock. Mr. Beane performed the service. The Judge 
looked quite natural and placid. 

July 16th. At 12.50 took the Danvers train with 
Sophie and walked from the Station to Burleigh Farm 
where I dined with Kitty. Jack and Gertrude there and 
all the rest except Cottie and Frank. During the fore- 
noon they had been to Kernwood and all over the house 
and were delighted with the place and all but Kitty are 
anxious to live there. About 4.30 started for home, walk- 
ing to Beverly Station via Rial Side. 

July 17th. Charles Lunt read me a very interesting 
letter from Eatie Brown giving glowing accounts of the 
beauty of Killarney and other parts of Ireland. 

(To be continued ) 

Before the Civil War she formed the connecting link between the Northern Railroads' ending at 
Washington, D. C., and the Richmond, F. and Potomac R. R. terminus at Aquia Creek. 
Used by the U. S. Government to blockade the Potomac during the Rebellion. 


And the Effect of Land and Water Transportation 
On the Confederacy. 

By Francis B. C. Bradlee. 

{Continued from, Volume LXI, page 48.) 

When the steamer’s bell was rung, which was the signal, 
so quickly and quietly was the plot executed that scarcely 
had the sound of the bell died away before the Confeder- 
ates were in possession of the “Maple Leaf.” Colonel 
Witt desired to run the vessel to Nassau, and turn her 
over to the Confederate agents there; hut her captain 
protested that she would never be able to make the ocean 
voyage, although he offered to steer for any other point 
the colonel might designate. In passing, this is a striking 
commentary on the class of steamers then thought fit to 
transport United States troops on ocean voyages.* 

A great jollification was then held by the liberated offi- 
cers, and such a rebel yell rang out over the waters of 
Chesapeake Bay as will never be heard again. Captain 
Fuller was placed in command of the “Maple Leaf,” and 
a council of war decided to beach the steamer somewhere 
south of Cape Henry and take chances. The landing was 
made after nightfall, about ten miles south of Virginia 
Beach. When all the Confederates not too sick or severely 
wounded were safe on shore, the steamer was given back 
to her captain, under oath to care for the sick and wounded 
prisoners left on board and to proceed to Fort Delaware 
and report. This oath he faithfully ( ?) kept by steaming 
as rapidly as possible for Fortress Munroe and there re- 
porting the little incident that had befallen him on his 
voyage. In his report of the occurrence Major General 
John A. Dix said: “The officer in charge of the guard 
was grossly negligent, and should be dismissed from the 
service.” Captain Fuller, prize master, was compelled by 

* The “Maple Leaf” was an old steamer that had seen service 
on Lake Ontario, but had been brought east when there arose 
a great demand for steam transports during the war. 

( 401 ) 


reason of severe wounds, to remain on the “Maple Leaf.” 
He afterwards died in captivity at Fort Delaware. 

After landing on the beach, the first business done by 
the escaped Confederates was the election of a leader, 
and Major Semmes was chosen by acclamation, with Cap- 
tain Holmes of a Louisiana regiment as second in com- 
mand. The next thing was to find their bearings. Seeing 
a light in the distance showing from a house, a scout was 
sent out, who quickly returned, reporting the house occu- 
pied by a lady and children, and that her husband was 
in the Confederate army ; that they were in Princess Anne 
County, Virginia, and would be comparatively safe if 
they could get to the swamps of iSTorth Carolina, but to 
do so it would be necessary to cross Currituck Sound, and 
the only boats available were nearly thirty miles south 
on the beach, where some persons had come over from the 
mainland to boil salt. This march was undertaken at 
night, and at early breakfast the boats were at their 
service. In crossing Currituck Sound the ex-prisoners 
stopped at the south end of Knott’s Island, where supper 
was given them. Upon reaching the mainland, near Curri- 
tuck Court House, a guide was found, who soon took them 
to the adjacent swamps, where they felt they were at 
least in hiding and would be cared for by the Southern 
people near. After a few days, a guerilla captain from 
Camden, hearing of their presence, came to them, and 
finding him possessed of all the information needed, they 
accepted his guidance and after an uneventful journey 
of three days the Confederate officers finally reached 
Kichmond and reported to General Winder, Provost 

The success of blockade running as an undertaking, so 
unprecedented both in its magnitude and difficulty, can 
best be judged by the results. The number of blockade 
runners captured during the war was 1,149, of which 210 
were steamers. There were also 355 vessels burned, sunk, 
driven on shore, or otherwise destroyed, of which 85 were 
steamers; making a total of 1,504 vessels of all classes. 



According to a low estimate, the value of these vessels 
and their cargoes was thirty-one millions of dollars. 

In the war of 1812, which has always been regarded as 
a successful naval war, the number of captures was 1,719. 
But the war of 1812 was waged against a commercial 
nation, and the number of vessels open to capture was 
therefore greater. Moreover, in the earlier war, out of 
the whole number of captures, 1,428 were made by priva- 
teers, which were fitted out chiefly as a commercial adven- 
ture. In the Civil War the work was wholly done by the 
navy ; and it was done in the face of obstacles of which 
naval warfare before that time had presented no example 
or conception. 

As a military measure the blockade was of vital import- 
ance in the operations of the war; and there is no doubt 
that without it the South would have won its independence. 
The United States Navy has never been given proper 
credit by historians for its vitally important services in 
bringing the war to a successful close. 

With Hilton Head, Hatteras Inlet, New Orleans — a 
knife thrust in the very vitals of the Confederacy — Hamp- 
ton Roads, Mobile Bay, Wilmington and Cherbourg blaz- 
ing imperishably on the record, even so fair minded a 
historian as Mr. Janies Ford Rhodes incidentally remarks, 
in his “History of the United States,” that the work of 
the navy was “unrelieved by the prospect of brilliant 
exploits.” Nor do the names of those identified with 
our naval triumphs thunder in Mr. Rhodes’ general index. 
Judged by that test, six lines suffice for the allusions to 
Farragut, and five for those to Porter; while four solid 
columns are judged to be necessary for Grant and two 
for Sherman. Two lines only are made to suffice by the 
same author for the capture of Wilmington, which closed 
the last inlet of the Confederacy, hermetically sealing it ! 

The peculiar importance of the blockade lay in the 
isolation of the Southern States and in their dependence 
upon the outside world for the necessaries of life. Ono 
neutral frontier alone existed, along the Rio Grande River ; 
and the country for many miles on both sides of the 


boundary, offered few facilities for trade or transporta- 
tion. All supplies must come from the seaboard, and tbe 
purely agricultural character of Southern industry made 
supplies from abroad a necessity. Had the position of 
the two opponents been reversed, and an efficient blockade 
maintained against the Northern ports, it would have told 
with far less severity than at the South. 

Besides the exclusion of manufactured goods, and espe- 
cially of munitions of war, which was one of the prime 
objects of the blockade, its second and equally important 
aim was to prevent the exportation of cotton, with which 
at this time the Southern States supplied the world. The 
amount of floating capital at the South was never large — 
land and slaves were the favorite form of investment — 
and the sale of cotton was, therefore, the main source of 
income. When exportation was cut off, the Confederate 
Government was deprived of its revenues for the war, 
and the people of the very means of existence. It was 
a common impression at the South, that the rest of the 
world, and especially England and France, had too great 
an interest in the cotton supply to tolerate a prohibition 
on exportation ; and it was believed, or rather, hoped, that 
the blockade would prove a fatal measure for its origin- 
ators, by the injury it would work abroad. The injury 
was not over estimated, and it doubtless had its effect 
upon the sympathies of the interested foreign state. Lan- 
cashire, the great center of the cotton manufacture, was 
compelled to close its mills, and the distress that resulted 
among the operatives may be estimated by the fact that, 
two years after the war had begun, no less than ten mil- 
lions of dollars had been disbursed by the relief commit- 
tees. But the British Government, whatever may have 
been its disposition, had at no time a plausible pretext 
for intervention; and the blockade continued to be en- 
forced with increased rigor. 

As the struggle went on, the naval forces of the United 
States secured the co-operation of small bodies of troops 
at various points, and thus converted the blockade into a 
military occupation. These points then became the bases 



of operation for the several squadrons, — ports of rendez- 
vous, supply, for the “repairs and coal” that were for- 
ever drawing away the blockaders from their stations at 
critical moments. By the spring of 1862 all the squad- 
rons were well provided with bases, though some of the 
latter, especially on the coast of Texas, were occasionally 
recovered by the enemy. Strangely enough, too, the cen- 
tres of occupation became themselves, in a small way, 
centres of blockade running. Norfolk, Beaufort, N. C., 
Hilton Head with its many sutler’s shops, Pensacola, and 
New Orleans, each carried on a trade which was all the 
harder to suppress as the United States authorities issued 
to favored persons permissions to trade within the enemy’s 
lines. Theoretically these permits were given to “relieve 
the pressing necessities of loyal Southerners” ; actually, 
the result was a shameless and most demoralizing traffic 
in cotton. Even when permits could not be had, many 
Provost Marshals, and even those higher in authority, when 
“judiciously approached,” winked at the illicit traffic going 
on under their very eyes. 

Even with all these drawbacks, the blockade became 
closer as time went on, and finally succeeded in commer- 
cially throttling the South to death, contributing quite aa 
much to the final issue as the victories of the Union armiea 
in the field. 

Since the story of various Northerners who fought 
for the Confederacy was printed in the first part of 
this book, information has been given the author con- 
cerning the tragic story of a Virginian, who, in perfectly 
good faith, fought on both sides during the Civil War. 
Although received too late for insertion in its proper 
place, Major Meade’s experience was deemed so unusual 
and interesting as to warrant a special note. 

The subject of this sketch, Richard Kidder Meade, Jr., 
came of a prominent Virginia family (his great-grand- 
father, also Richard Kidder Meade, was aide-de-camp to 
General Washington from 1779 to 1783, and his father, 
Richard Kidder Meade, Sr., was Minister to Brazil 


during President Buchanan’s administration), and was 
born in Petersburg in 1835. 

He entered the U. S. Military Academy at West Point 
in 1853, graduating second in bis class (1857), and wa3 
thereupon commissioned Second Lieutenant in the Corps 
of Engineers. In the fall of 1860, Lieutenant Meade was 
ordered on, duty as one of the engineer officers in charge 
of the fortifications in the harbor of Charleston, South 
Carolina. This made him one of the command of Major 
Robert Anderson, the defender of Fort Sumter; indeed, 
he is said to have exerted great influence over his chief,* 
to such a degree that on January 9, 1861, when the un- 
armed transport steamer “Star of the West” attempted to 
enter Charleston harbor with re-enforcements and supplies 
for Major Anderson, and was fired upon by the Confed- 
erate batteries, it was largely owing to Meade’s earnest 
advice, “not to begin a civil war,” that Major Anderson 
decided to withhold his fire. 

Lieutenant Meade gallantly helped to defend Fort 
Sumter when it was attacked in April, 1861, but on his 
return Horth, in May, he felt it his duty to join his native 
state, Virginia, which had then just seceded, and accord- 
ingly resigned his commission, it is said, very unwillingly. 

He was appointed Captain, and afterwards Major in 
the Confederate Engineer Corps, and during 1861 largely 
planned and laid out the fortifications about Horfolk and 
in the Peninsula, which latter so retarded General Mc- 
Clellan’s advance in 1862. During the “Seven Days 
Fight” near Richmond, Major Meade was Chief Engineer 
on General Lee’s staff, and over-exertion and also, prob- 
ably, bad water, brought on typhoid fever, of which he 
died at his home in Petersburg, July 31, 1862, at the 
early age of twenty-seven. 

Writing to his widowed mother, on August 8, 1862, 
General Lee paid the following splendid tribute to Meade’s 
memory: “It is fitting that I should sorrow with you in 
the untimely death of your gallant son. In him our country 

* The Genesis of the Civil War, by Bvt. Major General S. W. 
Crawford, p. 186. 



has lost a most accomplished, brave and skillful officer, 
one who bade fair to serve her in the highest ranks of his 
profession. In the campaign of the Peninsula he devoted, 
himself to his work with distinguished zeal and intelli- 
gence. Under my own eye he labored with untiring 
energy and performed invaluable service in the field. 
During the eventful week of the battles on the Chicka- 
hominy, he distinguished himself by his bravery, energy 
and activity, making bold and skillful reconnaissances. 
It was his incessant labor and great exposure during tliat 
week, alas, which proved fatal to this noble young patriot. ,, 


The importance of the railroads to both sides - during 
the Civil War has never been properly estimated. Had 
it not been for the “iron bands” which connected the 
Northern and Western states (the trunk lines had only 
been completed a few years when the struggle began), 
slavery or no slavery, the latter would have followed their 
natural commercial outlet, the Mississippi, Ohio, Mis- 
souri, and other large rivers, and would have thrown in 
their lot with the Confederacy. 

For instance, during the strained situation in 1850, if 
the famous “Compromise” had not been effected — and the 
country was nearer war than is generally supposed — there 
is very little doubt that two separate nations would have 
existed upon this continent. Henry Clay’s “Compromise” 
put off the Civil War for ten years, and the thousands of 
miles of railroads built during that decade may be truly 
said to have helped fasten the Union together. 

Badly as the Southern roads were run, partly through 
mismanagement and partly from the impossibility during 
the war of obtaining materials to maintain them in order, 
they contributed largely to keep the Southern cause going ; 
in fact, it is not too much to assert that but for its rail- 
road system the Confederacy would not have lasted a 

The true strategic policy of the South, in fact the only 
way in which it could have won the struggle, overmatched 
as it was by numbers, was to utilize the single advantage 
in the game of war which it enjoyed. By means of its 
geographical situation the Confederacy occupied “interior 
lines,” and could reenforce from one flank to the other, 
across the country, more quickly than its enemies could 
discover and follow such movements by roundabout 

In May, 1863, was presented a rare opportunity of 
inaugurating what General Alexander, in his “Military 
Memoirs of a Confederate,” calls “An Army on Wheels” 
within the Southern lines, as distinguished from an army 

( 408 ) 


As a Captain and Brevet Colonel in the U. S. Engineer Corps 
From a portrait painted about 1850 and owned by the 
Virginia Historical Society 



of invasion beyond them.* The situation was this : Grant 
was investing Vicksburg with 60,000 men, and the Con- 
federacy was threatened with the loss of the Mississippi 
River and of 30,000 pien at Vicksburg under Pemberton. 
!At Jackson, Mississippi, Johnston with scarcely 24,000 
men was looking on and begging for reeenforcements. 

At Murfreesboro, Tennessee, Bragg, with about 45,000 
Confederates, confronted Rosecrans with about 84,000. 
Neither felt strong enough for the aggressive, and the 
whole spring and summer passed idly. At Knoxville, 
Tennessee, were 5,000 Confederates under Buckner, and 
there were also scattered brigades in southwest Virginia 
and eastern North Carolina, from which reeenforcements 
might be drawn. In this state of affairs, Longstreet, with 
Hood’s and Pickett’s divisions, arrived in Petersburg, 
under orders to rejoin Lee at Fredericksburg. Hooker 
had just been driven across the Rappahannock, and his 
army was soon to lose largely from the expiration of terms 
of service of many regiments. Nothing aggressive was 
probable from him for many weeks. 

Longstreet’s veteran divisions, about 13,000 strong, 
could have been placed on the cars at Petersburg and 
hurried out to Bragg, via Lynchburg and Knoxville. 
Johnston’s 24,000 from Jackson, and Buckner’s 5,000 
from Knoxville, could have met them. With these acces- 
sions and with Lee in command, Rosecrans might have 
been defeated and an advance made into Kentucky, threat- 
ening Louisville and Cincinnati. If anything could have 
caused Grant’s recall from Vicksburg, it would have been 

Surely the chances of Confederate success would have 
been greater, and of disaster less, than those involved by 
the invasion of Pennsylvania, where supplies and ammu- 
nition must come over a long (nearly 200 miles) and ex- 
posed line of communication. In this position, even a 
victory would have resulted in very little, for Washington 
City, in 1863, was so strongly fortified and garrisoned 
that to take it was a desperate adventure. 

* Military Memoirs of a Confederate, by General E. P. Alex- 
ander, pp. 364-65. 


This crisis in the Civil War — for crisis it was — brings 
out one of the curious phases in the character of General 
Robert E. Lee, and that was his strong disinclination to 
leave Virginia. Professor H. J. Eckenrode of Richmond, 
Virginia, author of “Jefferson Davis, President of the 
South,” one of the best hooks ever written on the Con- 
federate side of the war, says that: “He (Davis) appealed 
to him (Lee) to go West and find out what ailed the cause 
there, hut Lee would not go.” Pollard, an early Southern 
historian, comes out with the frank statement that General 
Lee’s heart was not in the war. He accepted it as a 
necessity, doing what it required exactly, even punctili- 
ously, yet coldly. Never at any time of the war, not even 
in the company of the most intimate friends on whom he 
might have bestowed his confidence without imprudence, 
did General Lee ever express the least opinion as to the 
chances of the war.* 

In the “Memoirs of Colonel John S. Mosby, C. S. A.,” 
is to be found an interesting anecdote regarding General 
Lee’s attitude at the time he resigned from the United 
States Army, and which apparently confirms Pollard’s 
theory: “When Lee resigned his commission ... he 
acted . . . from personal sympathy with the combatants, 
and not on any legal theory of right and wrong. On the 
day he resigned, he wrote his sister that he could not 
draw his sword against his family, his neighbors, and his 

“On the previous day, he happened to go into a store 
in Alexandria to pay a bill. His heart was burdened 
with a great sorrow, and he uttered these words, which 
the merchant wrote down in his journal — they still stand 
there today: ‘I must say that I am one of those dull crea- 
tures that cannot see the good of secession!’ Below this 
entry the merchant wrote : ‘Spoken by Colonel R. E. Lee 
when he paid this bill, April 19, 1861.’ 

“A few days later Lee was made commander-in-chief 
of the forces of the State of Virginia. The late Judge 
John Critcher . . . told me that when Lee returned with 

* Life of Jefferson Davis and Secret History of the Confed- 
eracy, by Edward A. Pollard, p. 426. 



the committee to the convention hall in the Capitol at 
Richmond, they had to wait for a few minutes in the 
rotunda. Looking at Houdon’s statue of Washington, Lee 
said, very gravely, ‘I hope we have seen the last of se- 
cession.’ ”* 

Writing at Fort Mason, Texas, on January 23, 1861, 
General Lee had said: “The framers of our Constitution 
would never have exhausted so much labor, wisdom, and 
forbearance in its formation, and surrounded it with so 
many safeguards and securities, if it was intended to 
be broken by every member of the confederacy at will. 
It was intended for ‘perpetual union,’ so expressed in the 
preamble’ and for the establishment of a government, not 
a compact, which can only be dissolved by revolution, or 
by the consent of all the people in convention assembled. 
It is idle to talk of secession. Anarchy would have been 
established, and not a government, by Washington, Hamil- 
ton, Jefferson, Madison, and all the other patriots of the 

John S. Wise (son of the famous Governor Henry Wise 
of Virginia) carried the last despatch from President 
Davis, then at Danville, Virginia, to General Lee. After 
many exciting experiences, young Wise, then a lieutenant, 
delivered his missive, reaching the Confederate Army but 
a day or two before the final surrender. In the course of 
conversation, General Lee remarked : A few more Sail- 

ors’ Creeks (a battle in which the Southerners had just 
been badly worsted) and it will all be over ended just 
as I have expected it would end from the first. X 

Yet, but a few hours after, Lee said to General Pendle- 
ton, his friend and chief of artillery: “We had, I was 
satisfied, sacred principles to maintain and rights to defend, 

* Memoirs of Colonel John S. Mosby, C. S. A., pp. 378-79. 

t Life of General Lee, by Rev. J. William Jones, D.D., a 
Southern author, p. 122. 

t The End of an Era, by John S. Wise, p. 429. 

Note. — It is, perhaps, not generally known that General Lee s 
nephew, Louis Marshall of Baltimore, son of Lee s sister, fought 
for the Union during the entire war. He was a graduate of 
West Point in the class of 1849, and was brevetted Lieutenant- 
Colonel “for gallant and meritorious services” during the strug- 
gle of 1861-65. 


for which we were in duty hound to do our best, even if 
we perished in the endeavor.”* 

Mr. Eckenrode (“Life of President Davis”) also makes 
the statement that: “In May, 1863, Seddon (Confederate 
Secretary of War) actually made preparations to send 
troops to the aid of Vicksburg, but Lee’s opposition killed 
the plan. In September, 1863, Longstreet urged the send- 
ing of troops to Tennessee ; and this time the Government 
sent them, despite Lee’s objections.”! 

An interesting side light on General Lee’s persistent 
refusal to take charge of the Western army, is a letter of 
his to General Longstreet, evidently in answer to one 
from the latter urging his chieftain to consider the matter : 

“Camp Rappahannock, October 26, 1863. 
“General Longstreet: 

“My dear General: I have received your three letters. 

. . . I rejoice in your great victory deeply (Chickamauga). 
It seemed to me to have been complete. I wish it could 
have been followed by the destruction of the Federal army. 
As regards your proposition to myself (evidently that he 
assume command of the army then in charge of General 
Bragg), I wish I could feel that it was prompted by other 
reasons than kind feelings to myself. I think you could 
do better than I could. It was with that view I urged 
your going. The President, being on the ground, I hope 
will do all that can be done. He has to take a broad 
view of the whole ground, and must order as he deems 
best. I will cheerfully do anything in my power. In 
addition to other infirmities, I have been suffering so 
much from rheumatism in my back that I could scarcely 
get about. The first two days of our march I had to be 
hauled in a wagon, and subsequently every motion of my 
horse, and indeed of my body, gave much pain. I am 
rather better now, though still suffering. . . . 

“Very trulv vours, 

“R. E. Lee.”! 

* Reminiscences of the Civil War, by General John B. Gordon, 
C. S. A., p. 434. 

t Jefferson Davis, President of the South, by H. J. Eckenrode, 
page 165. 

t Official Records of the Civil War, Series I, Vol. 52, pp. 549-50. 



One of the greatest Confederate victories of the war, 
Chickamauga, vindicated the move, and this victory, had 
it been promptly followed up, might have weighed incal- 
culably on the Southern side. It would seem that Mr. 
Davis and Secretary Seddon realized the strategic value 
of the railroads better than Generals Lee and Joseph E. 
Johnston. The truth is, as Mr. Eckenrode remarks, that 
“ Jefferson Davis also had much more military talent than 
critics have credited him with.” 

The following letter, written by Mr. Davis to the unfor- 
tunate General Pemberton, whose failure to save Vicks- 
burg caused the latter to be pursued by a storm of bitter 
criticism, to which his Northern birth contributed not a 
little, is interesting, more especially as it has not been 
generally, if at all, reproduced: 

“Richmond, Va., March 11, 1864. 
“Lieut. -Gen. J. C. Pemberton: 

“My dear Sir: You correctly suppose that your position 
is not due to a want of confidence or appreciation on my 
part. The circumstances which deprived you of a com- 
mand belong to the chances of war. I thought, and still 
think, that you did right to risk an army for the purpose 
of keeping command of even a section of the Mississippi 
River. Had you succeeded, none would have blamed ; had 
you not made the attempt, few, if any, would have de- 
fended your course. 

“If it has not since been found expedient to place yon 
in command of a corps, it has not been because I regarded 
you as unequal to such a position, but because of consider- 
ations which I could not control. Your devotion to our 
country’s cause has enabled you to rise above personal 
and professional pride, and in the manner you have borne 
disappointment, I find proof of the injustice of the preju- 
dice which has existed against you, and sincerely hope 
you rightly believe it is subsiding. 

“Very respectfully and truly yours, 

“Jefferson Davis.”* 

* Official Records of the Civil War, Series I, Vol. 51, Part IX, 
pp. 833-34. 


On the Northern side, the greatest feat in which the 
railroads were used in a large strategic sense, was in 
September, 1863, after General Rosecrans’ defeat at 
Chickamauga (when the Confederate railways were for 
the only time also taken advantage of strategically) it was 
decided to send a portion of the Army of the Potomac 
to reenforce the armies in the West. 

General Halleck — then Commander-in-chief — consid- 
ered the movement impracticable, as it would be impos- 
sible to get the transfer effected in time. xAfter much dis- 
cussion, President Lincoln was inclined to side with 
General Halleck. Secretary of War Stanton requested an 
adjournment until evening, and in the meantime sent for 
Brigadier General D. C. McCallum, Superintendent of 
United States Military Railroads, and presented the ques- 
tion: “Assuming that you have entire control of rail and 
telegraph, what is the shortest time in which you can 
transfer the required number of troops, with artillery, 
ammunition and supplies, to the objective point ?” 

McCallum made his figures and reported a date earlier 
than that which Mr. Stanton considered necessary. At the 
adjourned meeting, General McCallum was sent for and 
gave his figures, and was ordered at once to begin the 
movement, which was successfully accomplished ; 22,000 
men, artillery, ammunition and supplies being moved 
from near Catlett’s Station, Va., on the Orange and Alex- 
andria Railroad, to Stevenson, Ala., a point 1,166 miles 
distant, in eight days. Considering that this feat— for feat 
it certainly was — was performed on wholly single-track 
roads laid with light rails, the heaviest being sixty-one 
pound T-rails, and in the South a still lighter construc- 
tion prevailed — sixteen-pound rails laid on stringers — it 
was a wonderful performance, one which a double-tracked 
road with modern equipment might be proud of. It must 
also be taken into consideration that the roadbeds of the 
smaller and less important railroads of those days were 
not ballasted at all, a considerable portion of the track being 
simply laid on earth ; different gauges prevailed in vari- 
ous parts of the country, air brakes were unheard of, and 
while the telegraph was used to control the movement of 



the trains (it was then frowned upon by many railroads, 
especially in New England), this rapid transfer of troops 
from the East to the West reflected the very greatest credit 
upon General McCallum, President Garrett of the Balti- 
more and Ohio, and others who managed it. 

Another strategic transfer of Union troops by rail, this 
time from the West to the East, was in January, 1865, 
when the 23rd Army Corps, commanded by General John 
M. Schofield, was moved from its position on the Ten- 
nessee River to Chesapeake Bay. There being no pros- 
pect of a winter campaign under General Thomas, Gen- 
eral Grant had ordered the corps transferred as quickly as 
possible. The direction of affairs was managed by Charles 

A. Dana, Assistant Secretary of War, and Colonel Lewis 

B. Parsons, at that time Superintendent of United States 
Military Railroads and River Transportation. 

The transfer was conducted as follows : Colonel Parsons 
proceeded to Louisville, Kentucky, where he arrived on 
January 13th. By the morning of the 18th he had started 
the first division of the corps from the mouth of the 
Tennessee River up the Ohio, and had transportation 
ready for the rest of the troops. He then hurried to 
Cincinnati, where, as the river was too full of ice to per- 
mit a further transfer by water, he loaded 3,000 men on 
the cars waiting there, and started them eastward. The 
rest of the corps rapidly followed. In spite of fogs and 
ice on the river, and broken rails and machinery on the 
railroads, the entire army corps was encamped on the 
banks of the Potomac on February 2nd, 1865. 

The distance over which the troops were transported 
was nearly 1,400 miles, about equally divided between 
land and water. From the embankment on the Tennessee 
to the arrival on the Potomac the average time of trans- 
portation did not exceed eleven days. An important fact 
was that during the whole movement not a single accident 
happened causing loss of life, limb or property, except 
in a single instance where a soldier improperly jumped 
from a car, under apprehension of danger, and thus lost 
his life. 


Much, of the success of the movement was due to the 
hearty co-operation of the Baltimore and Ohio Railroad 
and its President, John W. Garrett. Colonel Parsons, 
in his report of the transfer of Schofield’s troops, said: 
“The circumstances, I think, render it not invidious that 
I should especially refer to the management of the Balti- 
more and Ohio Railroad, where indomitable will, energy, 
and superior ability have been so often and so conspicu- 
ously manifested, and where such invaluable service has 
been rendered to the Government ; a road nearly 400 miles 
in length, so often broken and apparently destroyed, so 
constantly subjected to Confederate incursions that, had 
it been under ordinary management, it would long since 
have ceased operation; yet, notwithstanding all the diffi- 
culties of the severe winter season, the great disorganiza- 
tion of employees necessarily incident to a road thus situ- 
ated, its most extraordinary curves, grades, bridges, tun- 
nels, and the mountain heights it scales, it has moved 
this large force in the shortest possible time, with almost 
the exactness and regularity of ordinary passenger trains, 
and with a freedom from accident that, I think, has sel- 
dom, if ever, been paralleled.” 

Another phase of the Civil War, in which the control 
of certain railroads was of vital importance to the win- 
ning side, was the Western campaign of 1862. The plan 
of Federal invasion — of which the capture of Forts Don- 
elson and Henry were the initial steps, and the concentra- 
tion of all troops under Grant, soon to be joined by those 
under Buell, at Pittsburg Landing was the most import- 
ant preparatory measure — was thoroughly disconcerted, 
indeed thwarted, by General Albert Sidney Johnston’s 
rapid concentration at Corinth and subsequent attack at 

This plan contemplated the occupation of Corinth dur- 
ing April, 1862, as early in the month as practicable, and, 
if possible, before any Confederate army had reached 
there. If any such force had gotten to Corinth, it was 
to be beaten by the combined armies of Generals Grant 
and Buell. 




Corinth was located at the intersection of the Memphis 
and Charleston and Mobile and Ohio Railroads, and these 
two roads controlled almost the entire transportation of 
the South, from the Mississippi River to the Atlantic 
coast, and from the Tennessee River to the Gulf of Mexico. 
Had the plan been carried out as originally projected, 
and as soon, the fall of the Confederacy would have oc- 
curred perhaps within a few months thereafter.* General 
•Albert Sidney Johnston concentrated his troops so speed- 
ily that he was able to fight General Grant singly, and 
so crippled his army of invasion as to delay its march 
until ampler preparation to meet it could be made. One 
of the two important railway lines was also prevented 
from falling into the enemy’s hands, and the immediate 
and extensive occupation of Southern territory, which had 
seemed imminent, was no longer threatened. 

A review of the railway system as it existed in the 
Southern States at the beginning of the war, will help 
the reader understand the transportation problems which 
arose later, and how they were met. 

Nearly all the railroads in the South had been origin- 
ally planned and built for local needs only. Compared 
with those in the North their traffic had been small and 
they usually had poor roadbeds and light rails. Freight 
was the chief business of the railroads south of the Poto- 
mac, and they were, most of them, constructed in a cheap 
manner because the revenue at the time was not judged 
sufficient to justify a large investment. f In two notable 
cases, the Richmond, Fredericksburg and Potomac R. R. 
of Virginia, and the Atlantic and Western R. R. of Geor- 
gia, the states in which the larger part of these lines ran 
had practically built and owned them, and still do today, 
1925. The Atlantic and Western was actively managed 
by a Superintendent appointed by the Governor of Geor- 
gia, in fact, was generally referred to as “the State Road.” 
The whole situation, up to the time of the Civil War, 
may be summed up by saying that the roads, formerly 

* Reminiscences of General Basil W. Duke, C. S. A., p. 103. 
t History of the Atlantic Coast Line Railroad, by Prof. Howard 
Douglas Dozier, p. 88. 


independent units, had been growing more and more de- 
pendent on each other.* The success or failure of any- 
one of them meant the success or failure of all. Local 
travel, which had at first been the main source of income, 
had become least important. Through passenger business 
was being greatly developed and the railroads were com- 
peting successfully in this field with the coastwise steamers. 
The amount of freight handled was increasing faster than 
the roads could take care of it. Although much of this 
freight was in the true sense of the word local, only phys- 
ical connection was necessary between the various lines 
in order that cars might run through on long routes — say 
between Wilmington, N. C., and blew York. 

This lack of physical connections was in large measure 
due to inheritance from the days of still greater diversity, 
the difference in gauges, f In the North there were eleven 
different gauges, running from 4,4% to 6 feet. Out of 
this chaos there was coming some order. Tour feet eight 
and one-half inches was the general favorite in the North, 
but the New York Central was 4 ft. 8 in. and the Erie 
road used the 6-foot gauge. 

In the South an even 5-foot was general, but did not 
hold a mastery. A change of gauge meant, of course, 
change of cars ; between Philadelphia and Charleston, 
S. C., there were eight. This caused great trouble and 
delays during the war, as will be seen further on. By 
1859, a system of coupon tickets had been evolved, which 
enabled the traveller to buy his transportation through 
from, say, New Orleans to Bangor, Maine. As the bag- 
gage check system was also in use, and several reliable 
railroad and steamboat guides in circulation, the worry 
of travel had been largely reduced for the traveller, while 
the facilitation of freight was also provided for. Shortly 
before the war broke out in 1861, a “Condensed Time 
Schedule of the Great 3% Day All Rail Route Carrying 
the U. S. Mail and Adams Express between New York 

* History of the Atlantic Coast Line Railroad, by H. D. Dozier, 
page 88. 

t The Northern Railroads, 1861, by C. R. Fish, American His- 
torical Review, Vol. XXII, p. 785. 



and New Orleans”* was advertised, but it is believed was 
never actually carried into effect. As illustrating the 
large number of independent railroads then existing, it 
may be interesting to know that the “Great 3% Day 
Route” ran over the following lines : Camden and Amboy, 
Philadelphia, Wilmington and Baltimore, Baltimore and 
Ohio, Orange and Alexandria, Virginia and Tennessee, 
East Tennessee and Virginia, East Tennessee and Georgia, 
Memphis and Charleston, Mississippi Central, and the 
New Orleans, Jackson and Great Northern. 

The regular running time was, in 1857 : New York 
to Charleston, S. C., in 62 hours; Charleston to Nash- 
ville, Tenn., in 33 hours, and to Memphis in 42 hours. 
No steel rails were then in use in the United States. Up 
to 1843 most of the Southern railroads were laid with 
wooden rails capped with iron and weighting about 15 
pounds to the yard. In 1853 the Virginia Legislature 
had given the Richmond and Petersburg R. R., one of 
the best managed and representative Southern roads, per- 
mission to issue 7 per cent bonds to the amount of 
$150,000, in order that they might relay their entire 
road with iron, 51 pound, T-rails,f and when the war 
broke out many railways in the Confederacy were not 
nearly as well equipped. Nor was their rolling stock 
adequate, as compared with that of the Northern railway 
systems. The Memphis and Charleston, with 290 miles 
of track, owned 35 locomotives, 32 passenger, 449 freight, 
and 42 service cars ; the Philadelphia, Wilmington and 
Baltimore, with about one-third the track, had about the 
same equipment ; the Baltimore and Ohio had more than 
half as many freight cars as were reported in all the 
Southern states together; the New York Central more 
than half as many passenger cars, and the Pennsylvania 
and Erie together almost as many engines.^. 

* Appleton’s Railway Guide, July, 1862. 

t History of the Atlantic Coast Line Railroad, by IL. D. Dozier, 
page 42. 

$The Northern Railroads, 1861, by C. R. Fish, American His- 
torical Review, Vol. XXII, p. 789. 


A typical locomotive of the best kind, as used in the 
Confederacy during the Civil War, was the famous “Gen- 
eral” of the Atlantic and Western (State) R. R. of 
Georgia. It was seized by the Union “railroad raiders” 
in 1862, in an attempt to burn bridges and cripple the 
communications of the Confederate Army in Tennessee. 
The “General” was built in 1855 by the Rogers Loco- 
motive Works at Patterson, N. J. ; it was an eight-wheel, 
wood-burning engine, weighting 50,300 pounds ; cylinders 
15x22 inches ; the four driving wheels measured each 60 
inches in diameter. The cars were of the modem Amer- 
ican type, hut of course much smaller (the seating capacity 
averaged 50 persons) and lighter than those used today; 
all the passenger coaches and most of the newer freight 
cars during the Civil War had eight wheels, but much of 
the older rolling stock devoted to merchandise had hut 
four wheels each. All the brakes were, of course, oper- 
ated by hand, and the couplings were of the link and pin 

Like the Hew England trains of that day, the ones at 
the South were run on what was called the “time table 
and rule system”; that is, but little or no reliance was 
placed on the telegraph, the train being in charge of the 
conductor, who was governed (or rather, was supposed 
to be) by certain fixed rules.* Through the kindness of 
Guy E. Mauldin, Esq., Assistant Secretary of the South- 
ern Railway Co., a set of “Running Rules,” as issued in 
1854 for the use of the employees of the North Carolina 
R. R. Co., will be found in the appendix. They were un- 
doubtedly the same as used during the war. 

In 1861 iron railroad bridges were just beginning to 
make their appearance in the United States ; in the South 
the wooden trestle, or the Howe truss bridge, were univer- 

* In 1861 the' Pennsylvania Railroad already had its own 
system of telegraphic train control, hut in New England a 
strong opposition to such methods persisted for many years. 
In the author’s collection of transportation material is an old 
lithograph, issued apparently in the 1870’s, of the Stonington 
Line (Boston and Neve York) Boat Train, which is inscribed, 
evidently as an inducement: “No trains run by telegraph ; double 
track all the way.” 


Military Director of Railroads in the Confederacy, 1862 
Reproduced through kindness of H. L. Borden, Esq., 
Vice-President Atlantic Coast Line R. R. 



sally used, and as the war progressed it was found that 
the easiest way to cripple a railroad was to destroy its 
bridges. The war began with their destruction north of 
Baltimore. Again and again did the wooden trestles in 
Virginia go up in smoke, only to rise again, almost over 

It may be doubted whether the Southern railroads were 
run in as practical, economical and business-like fashion, 
compared with those north of Mason’s and Dixon’s Line, 
as the following anecdote will illustrate :f 

“The train was advertised to leave (Richmond for 
Petersburg) at 3.30 P. M. At that hour the cars were 
crowded with passengers, and the engineer punctually at 
the minute . . . gave a long, loud whistle of the loco- 
motive. Five minutes afterwards he gave us an impa- 
tient jerk; ten minutes afterwards we advanced three 
rods; twelve minutes afterwards, returned to the first po- 
sition ; continued ‘backing and filling’ upon the bridge 
over the rapids of the James river, for half an hour. At 
precisely four o’clock, crossed the bridge and fairly started 
for Petersburg. 

“Ran twenty miles in exactly an hour and thirty min- 
utes (13 miles an hour; mail train, especially recom- 
mended by advertisement as ‘fast’). Brakes on three 
times, for cattle on the track ; twenty minutes spent at 
way stations. Flat rail. Locomotive built at Philadel- 
phia. I am informed that most of those used on the road 
— perhaps all those of the sloiv trains — are made at 

“At one of the stoppages, smoke was to be seen issuing 
from the truck of a car. The conductor, on having his 
attention called to it, nodded his head sagely, took a mor- 
sel of tobacco, put his hands in his pockets, looked at the 
truck as if he would mesmerize it, spat upon it, and then 
stepped upon the platform and shouted ‘All right! Go 
ahead !’ At the next stoppage the smoking was furious ; 

* The Northern Railroads in 1861, by C. R. Fish, American 
Historical Review, Vol. XXII, p. 787. 

t Journey in the Seaboard Slave States, 1854, by F. L. Olmsted, 
Vol. I, pp. 57-58. 


conductor bent himself over it with an evidently strong 
exercise of his will, hut not succeeding to tranquilize the 
subject at all, he suddenly relinquished the attempt, . . . 
shouted, ‘Ho! boy! bring me some water here!’ A negro 
soon brought a quart of water in a tin vessel. ‘Hain’t 
got no oil, Columbus V ‘No, sir.’ ‘Hum — go ask Mr. 
Smith for some; this yer’s a screaking so, I durstn’t go 
on. You, Scott! get some salt. And look here, some of 
you boys, get me some more water. D’ye hear V 

“Salt, oil and water were crowded into the box, and, 
after five minutes longer delay, we went on, the truck still 
smoking, and the water and oil boiling in the box, until 
we reached Petersburg. The heat was the result, I sup- 
pose, of a neglect of sufficient or timely oiling. 

“While waiting in a carriage, for the driver to get 
my baggage, I saw a negro oiling all the trucks on the 
train; as he proceeded from one to the other, he did not 
give himself the trouble to elevate the outlet of his oiler, 
so that a stream of oil, costing probably a dollar and a 
half a gallon, was poured out upon the ground the whole 
length of the train!” 

At about this period — the early 1850’s — exclusive of 
the higher salaried officials, the Richmond and Petersburg 
Railroad paid twenty-four white employees wages varying 
from 75 cents to $1.75 per day, and about 20 blacks were 
hired by the year from their owners at not exceeding $80 
each, the company furnishing their clothes and food.* 

A large proportion of the railway employees in the 
Confederacy, especially those in the mechanical depart- 
ments, were men of Northern birth and sympathies. When 
the war began, most of them made their way out of the 
South; some of those that remained were ardent seces- 
sionists, but a few, as will be seen further on, deliber- 
ately injured the interests of their employers when the 
chance was offered them. 

Like all the industries in the Confederacy, the rail- 
roads had been dependent upon the Horth for nearly all 
their material. It is true that locomotives and cars were 

* History of the Atlantic Coast Line Railroad, by H. D. Dozier, 
page 45. 



manufactured in the South on a small scale ; the former 
at the Tredegar Works in Richmond, the latter at Savan- 
nah ; but when this was done to please local pride the cost 
was greater than it would have been had the rolling stock 
been purchased in Northern machine shops and found- 
ries.* There were but three rolling mills worthy of the 
name in the entire Confederacy, and although the one in 
Atlanta was able to turn out a fair amount of rails, the 
demand was far greater than the supply, and to make 
matters worse, all the manufactories in the South were 
overwhelmed with orders for the government, — ordnance 
supplies for the army, iron plates, boilers, engines, etc., 
for the navy, — which naturally had the priority over all 
other work. This resulted in the crippling of the rail- 
roads, so that in the last part of the war General Lee’s 
army was starving in Virginia, while food supplies were 
rotting at various points in the Carolinas and Georgia. 
It is not too much to say that had the Southern railways 
been properly looked after and kept in repair, the result 
of the struggle might have been different. 

When the Civil War was in its early stages and the 
blockade far from rigidly enforced, rails and other mate- 
rial might have been imported from Europe, but no gen- 
eral effort seems to have been made then to get supplies 
elsewhere, — a negligence which was probably due to the 
belief that the war would not last long.f 

The Civil War may be said to have found our railroads 
at about one-quarter the way from the original diversity 
to the situation when the United States entered the World 
War in 1917. Private initiative had alone created the 
railway system in this country, and private capital had 
naturally followed, for the most part, the dictates of com- 
merce and commercial opportunity, though political con- 
siderations had had some influence, particularly in the 

For the sake of illustration, we will reduce the railways 

* History of the United State's, by James Ford Rhodes, Vol. V, 
page 384. 

t The Confederate Government and the Railroads : A Paper by 
C. W. Ramsdell, read before the American Historical Associa- 
tion, Dec. 27, 1916. 


of the United States to two systems: one for the states 
which seceded, and another for those that did not Includ- 
ing the Kentucky Blue Grass with the North, and Western 
Kentucky with the South, the Southern system comprised 
9,000 miles and employed about 7,500 men ; the Northern 
about 22,000 miles, employing about 29,000 men. There 
was only one point of physical contact between them: the 
Louisville and Nashville R. R. at Bowling Green, Ken- 
tucky. Long Bridge at Washington City was not strong 
enough to bear trains, and between Cairo, Illinois, and 
Columbus, Kentucky, was a two hours’ steamboat con- 

In 1861 the three principal railroads in northern Vir- 
ginia were: the Richmond, Fredericksburg and Potomac 
R. R. (chartered in 1834, opened in 1835), connecting 
Richmond and Washington City, but only indirectly, for 
the railroad in those days ended at Acquia Creek on the 
Potomac, from which place a line of steamboats plied to 
the capital ; the Orange and Alexandria Railroad (which 
also controlled the Manassas Gap R. R., running from 
Manassas Junction into the Shenandoah Valley) stretched 
between Alexandria and Lynchburg; the Virginia Central, 
now the Chesapeake and Ohio Railway (opened between 
Richmond and Frederick’s Hall in 1838), had been origin- 
ally designed to connect Virginia with the West. In 1857 
the road had been built as far as Jackson’s River, in the 
Shenandoah Valley, 195 miles from Richmond, and this 
was its terminus during the war. This road, running 
largely through a mountainous region, with maximum 
grades of 295 feet per mile, attracted much attention at 
the time, from its successful operation and the substan- 
tial value of the results obtained. f 

* The Northern Railroads in 1861, by C. R. Pish, American 
Historical Review, Vol. XXII, p. 781. 

For a full account of the financing- of the Southern railroads, 
for which there is no room in the present work, see, “History 
of the Atlantic Coast Line Railroad,” by H. D. Dozier. 

t Financial Prospectus, isued in 1872 by the Chesapeake and 
Ohio Railway Co. 

(To be continued') 



By Charles Henry Preston. 

Wm Holdred 


Roger Preston 


Daniel Bradley 


Isaac Stedman 


I. 1. Roger Preston was one of the many who came 
to America from England in the year 1635. The only 
record found of him in England is the following: 

“Port of London, 8 April 1635. Theis parties here- 
under mentioned are to be transported to New England 
imbarqued in the Elizabeth of London, Wm. Stagg 
master bound thither; they have taken oath of allegiance 
and supremacy, per certificate from St. Alphage, Cripple- 
gate the minister thereof. 


That theis 3 ptes are no subsedie men we whose names 
hereunto written belonging to Blackwell Hall do averr 
they are none. Robert Farrands 

Thomas Smith.” 

Nothing has been found on the records to show where 
Roger Preston lived for the four years following his com- 
ing to New England, hut he probably went directly to 
Ipswich, Mass., as we find he owned a house and lot and 
a “planting lott” there in 1639, as shown by this record 
from the Ipswich town records: 

“Granted to William Holdred an house lott an half 
an acre of ground lying on the south side of the towne 
River having an house lott of Daniel Hovey’s on the 
Northeast and a house lott of Roger Preston’s on the 
southwest; also six acres of planting ground lying on 
Sagamore Hill having six acres of the lyke ground of 
Daniel Hovey’s on the West and a planting lott of Roger 
Preston’s on the East to enjoy the said Landes to him his 
heirs and assigns forever. Entered this 9th day of Aprill 

The William Holdred mentioned in this record is un- 
doubtedly the same William Holdred who came to New 

( 425 ) 



England in the “Elizabeth of London” in 1635, with 
Roger Preston, and who took the oath of allegiance at the 
same time. 

There are very few other references to Roger Preston 
on the Ipswich town records. The following appears in 
October, 1643 : 

“Mr. Browne his note of such as have forfeited for not 
returning their Powder according to an order of the 
Towne. (among others) Roger Presson £1.” 

In 1648 we find the following: 

“It is therefore ordered that henceforth the seaven men 
shall yearly in November put the said sum of 24£ — 7s 
into a rate pportioning it upon the Inhabitants having 
also respect unto the bill of subscription of the Towne 
from yeare to yeare to be levyed and colected by the Con- 
stables and payd unto the sayd Major Denison on the 
10th of December yearly soe long as he shall continue to 
he leader of this companye. 

“Voted by the Towne at the generall meeting above- 

“A list of the names of those that did subscribe their 
names to allow unto Major Denison these severall sumes 
yearly while he continued to be our Leader. 

(among others) Roger Preston 3s” 

The next record is the following: 

“The 10th of October 1653. 

“Reckoned with the cow-keepers for the North syde of 
the River and the cowes come to 3 8 y head Bulls and all. 

Roger Preston 3s” 

In 1656 : 

“The Selectmen having considered the severall families 
of this Town and their employments have accordinge to 
the order of Court assessed them spinners as is under- 
written for the year ensuing. 

Roger Preston 3 quarters 6714 li.” 

In “Old Homes of Ipswich,” published at the time of 
the Ipswich celebration, is this statement: 

“On the opposite side of the river from the Howard 
house is an ancient and interesting residence. It was 
built with another which once stood by its side by Robert 



Wallis, and sold by him to Roger Preston whose wife’s 
name was Martha.” 

In 1658 Roger Preston sold his holdings in Ipswich 
and removed to Salem in 1660, as recorded in the Essex 
Registry of Deeds : 

Be it known, to all men whom it may concern that I Roger 
Preston of Ipswich in New England in the comity of Essex 
planter, and Martha my wife for divers considerations me 
thereunto moving but especially in consideration of the full and 
just sum of one and fifty pounds of current country pay to 
be paid to me or my assigns at two several payments, viz: 
thirty pounds at Christide next following the date of these 
presents and the remainder by that time twelve months in 
current English corn sweet dry and merchantable by Reginald 
Foster of Ipswich aforsd. husbandman all that my dwelling 
house and house' lot with the barns, cow-houses and other 
Buildings thereunto belonging and also my other house lot, 
both which house lots contain two acres, more or less with the 
gardens orchards and fences and other privileges thereunto 
belonging which I purchased of Robert Wallis of Ipswich afore- 
said as they be situated and inclosed on the north side of the 
river of Ipswich having the highway next the river toward the 
South and Thomas Knowlton’s land and Robert Pierce’s toward 
the North. The lane next Thomas Clark’s East and another 
lane West and also one other planting lot of three acres be it 
more or less on the North side of the town hill abutting on ye 
land of Rose Whipple, widow, toward the West, Andrew Hodges 
land East, upon ye marsh of John Morse toward the North, 
and land of Thomas Treadwell toward the South and in the 
town of Ipswich aforesaid, to have and to hold and to quietly 
possess and enjoy the aforesaid with the commonage and all 
other privileges and appurtenancies thereunto belonging, unto 
the said Reginald Foster his heirs and assigns forever and the 
said Roger and Martha his wife do covenant and promise to 
warrant this sale of the premises and every part thereof to be 
free from all former sales mortgages and engagements what- 
soever and that the said Reginald Foster shall from time to 
time and at all times henceforth use, occupy possess and enjoy 
the same and every part thereof to the proper use and behoof 
of the said Reginald Foster his heirs and assigns forever from 
all molestation or interruption of the said Roger and Martha 
my wife, our heirs executors and assigns or any other person 


laying any just claim thereto in by from or under us or any 
or either of us our heirs executors or assigns in witness whereof 
I the said Roger and Martha my wife have hereunto set our 
hand and seal dated the 11 day of March A. D. 1657/8. 

Subscribed sealed etc. 

in presence of Janie's Chute Roger Preston 

Robert Roberson Martha X Preston 


About a year after the sale of bis property in Ipswich, 
Roger bought the lease of a farm in Salem. On the 
14 March 1658/9 an agreement was made between George 
Morton and Koger Preston, “For the lease of the farm 
the said Morton now dwelleth in. The saide Roger Pres- 
ton is to enter the fiftene day March 1659 otherwise date 
1660 & to pay all dewes the said Morton is to pay & to 
have all rights that doth belong to the saide Morton & to 
pay to the saide Morton what those three men that have 
formerly viewed it shall finde it better than it was when 
the saide Morton came to it, in witness hereof we have 
enterchangeably set our hands this 14 day of March 
1658/9.” (Vol. XI, page 39, Quarterly Court Records.) 

This farm was a part of the Emanuel Downing farm, 
which extended from the slope of Felton’s Hill, or Mount 
Pleasant as it is now called, to and beyond Proctor’s 
Corner in the town of Peabody, formerly a part of Dan- 
vers, and previous to that of Salem. It was granted in 
1635 to Robert Cole and by him sold in 163S to Emanuel 
Downing. This farm was called Groton, in remembrance 
of his wife’s ancestral home in England. There were at 
least four dwellings on the farm prior to 1661, and one 
of his tenants in 1648 was allowed to keep an “ordinary,” 
“as Mr. Downings farm on the road between Lynn and 
Ipswich was a convenient place.” This farm was leased 
to George Morton of Salem, carpenter, for a term of ten 
years from the first of March 1656, and here Roger 
Preston made his abode in 1660. 

Lease to George Morton from Lucie Downing: 

This indenture witnesseth that Lucie Downing of Salem in 
New England with ye consent of Emanuel Downing her husband 
hath let and farmed unto George Norton sometime of Salem 



aforesaid Carpenter her farme caled Groton neere unto ye farms 
of ye worshipfull John Endecot Esq. in Salem aforesd for & 
during the term of tenn yeares from ye first of March 1655/6. 

Roger Preston seems to have followed the example of 
those who had previously occupied the Downing farm, 
for the Court at Salem on the 27 — 9 mo — 1660, granted 
the following license : 

“Roger Preston is allowed of by this court to keep an 
ordinary and to sell strong liquors for ye entertainment 
of strangers for ye year ensuing,” and the following 
yea 1 ’ the license was renewed. 

This farm was favorably located for an inn, as in those 
days all the travel from Boston to Ipswich and other 
towns in that vicinity went over this road, and Roger 
Preston probably entertained many of his old Ipswich 
neighbors at his new home. Roger died shortly before 
his lease expired in 1666, after having occupied the farm 
only six years. 

The following from the “Quarterly Court Records” at 
Salem, Vol. V, page 52, indicates where Roger was be- 
tween the sale of his Ipswich property and his taking 
possession of the Downing property: 

“Salem 9 mo 1659. Roger Preston pltf. agst. Wm. 
Cogswell deft, in an action of the case for not performing 
of agreement in paying for fence which pit. set upon his 
ground which he took to halves according to sumons. 

“The jury find for pit. £7 — 2 s damage. 

“Costs of Court £1 — 15 — I.” 

Wm. Cogswell was an early resident of Ipswich, appear- 
ing on the records there as early as 1648. 

John Proctter, sr. and John Choot, chosen by Rodger 
Presson to appraise a parcel of four-rail fencing, fSTov. 22, 
1659, adjudged its value to be 14d. per rod. 

John Knoulton and Thomas Varney chosen to measure 
a parcel of fence which Rogger Presson set up for Will. 
Cogswell, it being four score and sixteen rods; there were 
also sixteen four-hole posts. Dated ISTov. 25, 1659. 

John Andrews, aged about forty years, deposed that he 
went with Presson, when the latter asked Willm. Cogswell 
to release him of his bargain to hire Cogswell’s farm. The 
latter refused to allow Presson anything for repair of 
the housing but agreed to pay him for the fence he had 



set up, etc. and to release him at Michaelmas. Sworn 
27:9:1659 before D. Denison. 

John Chote deposed that when he heard that Roger 
Preston had given up the farm, he asked William Coggs- 
well if the latter would let it to him, and Coggswell re- 
plied that Preston was to stay in the house to feed out 
his fodder, but he would let it to deponent as soon as 
any other man, etc. Sworn in Court, before Hillyard 
Yeren, cleric. 

Roger Preston was born in 1614, as shown by his age- 
when he took the oath of allegiance in London. He died, 
perhaps in Lynn, 20 Jan. 1666 (Quarterly Court Rec- 
ords), though probably not residing there at the time, as 
his lease of the Downing farm in Salem had not expired. 

He married, previous to 1643, Martha , who was 

horn about 1622. “Widow Preston married Nicholas 
Holt,* 21 May 1666” (Andover Records). “Widow 

* Nicholas Holt came from Romsey in Hants, England, in 
1635, by way of Southampton. He settled in Newbury and was 
a tanner. He removed to Andover, where he was one of the 
founders of the Church in 1645. His first wife, Elizabeth, died 
7 Nov. 1656, and he married, second, at Ipswich, 20 June 1658, 
Hannah, widow of Daniel Rolfe; she died 20 June 1665, and he 
married 21 May 1666, widow Martha Preston. 

Children : 

1. Elizabeth, b. 1636 ; m. in Andover, 26 Oct. 1657, Ralph 


2. Mary, b. 1638 ; m. 5 July 1657, Thomas Johnson. 

3. Samuel, b. 1641; m. Sarah ; son John b. about 1672 r 

probably m. 1st, 16 Jan. 1705, Elizabeth, dau. of Samuel 
and Susannah (Gutterson) Preston. 

4. Henry, b. ; m. Sarah Ballard; son James, b. 3 Sept. 

1675; m. 24 May 1705, Susannah, dau. of Samuel and 
Susannah (Gutterson) Preston; she d. 20 Feb. 1741/2 ; 
son George, b. 17 Mar. 1677; m. 1st, 10 May 1698, Eliza- 
beth Farnum ; m. 2nd, 22 Feb. 1714/5, Priscilla, dau. of 
Samuel and Susannah (Gutterson) Preston. 

5. Nicholas, b. ; m. Mary Russell ; son Robert, b. 30 

Jan. 1696 ; m. 22 May 1718, Rebecca, widow of Joseph 
Preston, and dau. of John and Sarah (Geery) Preston; 
they removed to Windham, Conn., and were there at 
organization of Church in 1723; dau. Deborah, of Nich- 
olas and Mary (Russell), m. at Windham, 25 May 1727,. 
Benjamin Preston. 

6. James, b. . 

7. John, b. ; m. 3 July 1685, Sarah Geery; he d. 10 Mar. 

1687, and widow m. 2 Nov. 1787, John, son of Roger 
, Preston. 



Martha Holt died 21 Mar. 1702/3, aged upwards of 80 
years” (Andover Records) ; Hicliolas Holt died 30 Jan. 
1685. Martha Preston undoubtedly took all the children, 
with the possible exception of Thomas, with her to An- 
dover, at the time of her marriage to Nicholas Holt. 

Feb. 9, 1664/5. For valuable consideration or sum 
of money Roger Preston, husbandman, sold Capt. George 
Corwin, merchant, “all his visible estate in Salem, corn, 
cattle, hay and household stuffs, four oxen, four yearling 
steers and fifteen swine. Also all corn I sd. Roger shall 
plant or sow the year ensuing.” 

Children : 

2. Thomas, born 1643, in Ipswich, Mass. 

3. Mary; a Mary Preston, m. 8 Nov. 1670 Nathaniel Ingersoll, 

son of John and Judith (Felton) Ingersoll of Salem; 
born 2 Jan. 1647/8 ; Nathaniel Felton lived not far from 
the Prestons, when they were occupying the Downing 
farm, and Thomas Preston had married in 1669 and was 
living nearby. Ch. : 1. Elizabeth, b. 11 Mar. 1672/3 ; 
2. John, b. 7 Nov. 1674 ; 3. Nathaniel, d. 1704. 

4. Elizabeth ; an Elizabeth Preston m. in Salem, 12 July 1671, 

William Henfield. Ch. born in Salem : 1. Elizabeth, b. 
4 Apr. 1672; 2. Hannah, b. 1674; d. in 6 weeks; 3. Hannah, 
b. 4 Apr. 1676/7. The following from Essex Court Rec- 
ords, indicates a relationship : Petition for administra- 
tion on estate of Wm. Henfield of Salem by Roger Derby. 
“Wm. Henfield being deed, in West Indies this seven 
years, and no one appearing to take adms.” His wife 
and family still living on the property 16 Dec. 1694. 
Adms. granted 24 Dec. 1694 to Samuel Gardner and Roger 
Derby as principals, and Francis Nurse and Thomas 
Preston, yeomen, sureties on bond of first two. Inven- 
tory 26 Dec. 1694, by Christopher Babbidge and Wm. 
Murray. Among the claims against the estate was that 
of Thomas Preston £8..0..0. 

5. Samuel, b. 1651, in Ipswich, Mass. 

6. John, b. , in Ipswich, Mass. 

7. Jacob, b. 1658, in Ipswich, Mass. 

8. Levi, b. 16 July 1662, in Salem, Mass. 



The ages of Martha (Preston) and Samuel are estab- 
lished by two depositions in the case of “Thomas Preston 
pit. agst. John ISTewman deft, in the action of the case 
for illegal taking away of a heifer of the pit.” 26-4-1666. 
(Quarterly Court Rec., Salem.) 

“Deposition of Samuel Preston aged about 15 years. 
I Samuell Preston do heare testifie that about a year and 
a half since my brother Thomas Preston bought of my 
father Roger Preston one red heifer . . . (taken upon 
oath 19 th 4 th 66 before Simon Bradstreet).” (Vol. XT, 
page 106, Quarterly Court Records.) 

“Deposition of Martha Holt aged about 44 years. I 
Martha Holt doe heare testifie that about a yeare and a 
half since my sonn Thomas Preston bought of my hus- 
band Roger Preston one red hayfer. . . . (19 th 4 th 66 
before me Simon Bradstreet).” (Vol. XI, page 106, 
Quarterly Court Rec.) 

Roger Preston died without making a will and the 
following is from the Quarterly Court Records of Salem: 
“Ipswich, March 27, 1666. Whereas Roger Preston 
dyed intestate, none appearing to take administration of 
the estate, this court orders that the estate of said Roger 
Preston be deposited and preserved in the hands of 
Thomas Preston until the next court held at Salem, there 
to bring in a true inventory and then the court will take 
order about the estate and disposing of it.” 

“Ipswich, March 27, 1666. This Court being informed 
that Widow Preston hath put out two of her sons one to 
Thomas Johnson and one to Stephen Johnson until they 
be 21 years of age, this Court allows it and Mr. Brad- 
street desired to see it done.” 

The above could only refer to Samuel and John, as 
Thomas was twenty-three years old at this time, Jacob 
eight, and Levi only four. 

May 20, 1671, Jacob Preston was apprenticed to 
Thomas Chandler of Merrimack: 

This indenture made and concluded this 20th day of May in 
the year of ye Lord God one thousand six hundred & seventy 



one and in the three and twenty year of the reign of ye Sover- 
aigne Lord Charles the 2d. by the Grace' of God of England 
France and Ireland & Scotland, King defender of the faith, etc. 

Between ensign Thomas Chandler of Merrimack in the county 
of Essex in New England, Blacksmith on ye one part and Jacob 
Preston of Andover with the full consent of Nicholas Holt of 
Andover aforsd his father in law by the marriage of his mother, 
and also with the full consent of his natural mother hath and 
doth by these presents bind himself an apprentice to ye said 
Thomas seven years to be completed and ended accounting from 
the 26th day of March last past until the said seven years next 
and immediately ensuing the said 26th of March 1671 shall be 
fully expired. During which time of seven years the said Jacob 
shall behave and demean himself during his said apprenticeship 
as an apprentice or servant ought for to do according to the 
\isual custom of England in the like' case. During which time 
also of seven years, the above named Thomas, master unto ye 
said Jacob is hereby obliged and stands bound at his own costs 
and charges to provide and procure for his said servant meat 
drink and clothing- washing and lodging with all other things 
convenient necessary and sufficient for an apprentice as is 
usual in England. And the said Chandler is to learn or cause 
his said apprentice to be learnt to read ye English tongue per- 
fectly, to write and cypher or cast and keep accounts sufficiently 
for his own employment of a blacksmith if his capacity will 
attain thereunto. And the said Thomas is hereby obliged ac- 
cording to his own best skill & ability to learn and instruct the 
said Jacob in the trade and art of a blacksmith if the said 
Jacob be capable of learning the same, and he shall keep his said 
servant Jacob at work upon the said trade as much as may be 
without damage to other necessary occasions that may fall 
out unavoidably to be done in a family that so far for want 
of time & use and instruction ye’ said Jacob may have no just 
grounds to complain of his own want of experience or profiting 
under his said master in ye said trade of a blacksmith. Also 
ye said Thomas when ye said seven years are expired shall give 
the said Jacob two suits of apparel from head to foot suitable 
for a person of his degree one good and handsome and suitable 
to wear on ye Sabbath day, and the other convenient for the 
w-eek days. The said Thomas doth bind himself heirs executors 
and administrators to the said Jacob his heirs and assigns to 
fulfill the article herein contained belonging for him to do for 



the said servant. In witness whereof ye said parties Thomas 
and Jacob as they are severally concerned in this instrument 
and the articles of the same have hereunto set their hands and 

Signed & Sealed Thomas Chandler 

before Jacob + Preston 

George Abbott Jr. 

Alexander Sessions 

(Quarterly Court Records, Vol. XXX, page 43.) 

There was a case of sale of the above indentured ap- 
prentice to William Curtis of Salem. The apprentice 
refused to stay with the new master: 

“The complaint of William Curtis to the honered Court 
now sitting in Salem humbly sheweth, May it please your 
boners to take notice that about 22 months since I bought 
a sarvant of Thomas Chandler of Andover, J acob Presson 
by name. My sarvent continued with me about eleven 
months my family being at that time very sick and Jacob 
not being very well, I gave him leave and lent him my 
horse to go to Andover to be a while amongst his friends, 
but being taken sick by the way at his brothers, there 
he lay for sometime. After he recovered he went to An- 
dover to his father ITolts where 1 was willing he should 
be a while hut in the beginning of the last winter I sent 
for my man to come home.” 

He made an excuse to go for some corn again and 
instead of. returning, he sent back the horse and stayed 
away himself. Quoting from the “History of Andover” : 
“He seems to have had a rather unhappy apprenticeship, 
for after his transfer of masters and his being compelled 
as he was by orders of the Court to serve out his time 
with William Curtis, he presents a petition to the Court 
for the clothes promised him, saying that the said Curtis 
of Salem whom he was appointed by the Court in 1670 
to serve, refused at the end of that time to fulfil the terms 
of the indenture in the matter of double apparrel and 
that the poor petitioner prays for redress, for he is indeed 
come out of his time very poor and hath not where withall 
to go to law to recover his right.” 



The following is from Quarterly Court Records at 
Salem : 

Salem 27— 4 m0 1676. 

“TTpon a complaint made by William Curtice agst. Tho. 
Preston it is ordered that it he referred to the adjourn- 
ment of this court & accordingly summons he issued for 
the ptes concerned there to appear viz: Good. Holt, Thos. 
Preston, & his brother.” 

Salem, 18 July, 1676: 

“Whereas there was a complaint made by William 
Curtis against his servant Jacob Preston for leaving of 
his service and the sd. Jacob appearing to answer, this 
Court do order the sd Jacob to serve out his time accord- 
ing to Indenture with the said Wm. Curtice who is also 
to fulfil the indenture to his said servant likewise on his 
pt. and after that time is expired to serve three months 
more next following in consideration of time lost or 

“This sd. Jacob promises and it is to be understood 
that sd. Curtice is to keep him to work at the trade of a 
blacksmith which he now useth & each to hear charges 
also Thomas Preston to hear his pt. ...” 

Salem 24^5 mo 1678. 

“Whereas there was a difference between William Cur- 
tice and his servant Jacob Preston about the fulfilling 
of his indenture of apprenticeship on either part and 
they moving of it to the court who do advise & they ac- 
cordingly agreed to refer the sd difference to the Wor- 
shipful Maj. Wm. Hathorne to fully end and determine 
and make a final end of said difference or demands in. 
what way be thought right & just in order to either party 
fulfilling the said indenture.” 

Salem 25— 9 mo 1679. 

“Jacob Preston being lost away at sea this court grants 
power of administration of his estate to John Preston 
who is to bring in an inventory of the estate to the next 
court held at Salem and acknowledged himself to stand 



bound in £20 bond and to administer according to law.” 
Salem 29— 4 mo 1680. 

“John Preston, administrator to tbe estate of Jacob 
Preston, presented an inventory of tbe said estate and 
made oath to tbe truth to tbe best of bis knowledge.” 
Inventory of Jacob Preston: 

“A true inventory of tbe estate of Jacob Preston whoe 
in all probabilitie batb bin departed this life for these 
several months having bin wanting about nine or ten 
months gon forth in a small ketch upon a fishing design 
to the eastward & never yet returned nor certainly heard 
of. His goods and what belongs to him as presented unto 
us by Thomas Preston & which the said Preston desiring 
us Richard Croade & John King to Appraise are to our 
best judgements as follows: 

Dated in Salem the 30th day of June Anno Dom 



A chest with a lock & key 








One hatt 4s an old pair of breeches 



A new red cloth waistcoate 



A pair of dowlas drawers 



A pair of cotton & lynnen drawers little worne 



One yard and half of holland 



A genting neckcloth 

1 . 


Due to the above said estate 

Per Levy Preston 




Per Samuel Preston 

1 . 



£5. .16. .6 

The estate aforesaid of Jacob Preston is 

debtor & due to be paid viz 

To Mr Nehemiah Willoughby 0..13..1% 

To Nathaniel Ingerson 7..0 

To Sarah Trask 1..10..0 

To Symon Horne 12.. 0 

Benjamin Horne 12 . . 0 

To Mr Thomas Preston 2..14..0 

5. .03. .1^ 



“Unresolved liow the account stands between Mr Wil- 
liam Bowditch & the abovesaid Jacob Preston, Thomas 
Preston having don his best endeavors to have had a 
settlement of the account between said Mr. Bowditch & 
Jacob Preston but cannot yet attain it. 

“John Preston administrator gave oath in Court to the 
truth of the above said inventory.” 

(Quarterly Court Records, Vol. XXXIII, page 106.) 

II. 2. Thomas Preston (Roger), born in Ipswich, 
Mass., in 1643 ; died in Salem Village, 1697 ; married 
there 15 Apr. 1669, Rebecca, daughter of Francis and 
Rebecca (Towne) Nurse; born 1647; died in Salem Vil- 
lage, 1719. 

Children, born in Salem Village: 

9. Rebecca, b. 12 May 1670 ; d. before 1711 ; m. 28 Dec. 1693, 
Ezekiel Upton of Reading. Ch. : 1. Isabel, b. 21 Jan. 
1695 ; 2. Anne, b. 9 Feb. 1697 ; 3. Francis, b. 13 Apr. 1699 ; 
4. Elizabeth, b. 25 May 1701 ; 5. Ezekiel, b. 13 Aug. 1703. 

10. Mart, b. 15 Feb. 1671/2; m. 13 Dec. 1693, Peter, son of 
Peter and Hannah Cloyse,* who soon moved to Framing- 
ham, Mass. Ch. : 1. Elizabeth, b. 22 Sept. 1694 ; d. young ; 
2. Mary, b. 15 Nov. 1696 ; m. 7 Dec. 1727, James Brown 
of Marlborough ; 3. Martha, b. 12 May 1699 ; d. young ; 
4. Abigail, b. 31 Mar. 1701; never married; 5. Experience, 
b. 19 Nov. 1702 ; m. John Parker of -Shrewsbury and 
Framingham ; 6. Susanna, b. 13 Dec. 1704 ; m. Simon 
Goddard of Framingham and Athol ; 7. Rebecca, b. 6 Dec. 
1706; never married; 8. Peter, b. 21 June 1713 ; d. 17 Apr. 
1736 ; 9. Josiah, b. 27 Aug. 1715 ; d. young. 

* Peter Cloyes was son of Peter Cloyes of Wells, Me., 1663, and 
Salem Village, 1681. Peter Cloyes, Sen., m. first, Hannah, by 
whom he had six children; she d. about 1680 and he m. second, 
Sarah, widow of James Bridges of Salem, by whom he had two 
children. She was daughter of William and Jane (Blessing) 
Towne of Topsfield, and sister of Rebecca (Towne) Nurse 1 , who 
was executed for alleged witchcraft in 1692. She herself was 
accused of witchcraft and imprisoned some months in Boston ; 
while confined in jail at Ipswich, awaiting trial, she found 
means to escape, and they soon removed to Framingham. An- 
other sister, Mary (Towne) Easty was also tried and executed. 
For a further account of the Cloyes family see Temple’s “History 
of Framingham” and Upham’s “History of Witchcraft and Salem 














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11. John, b. 20 Nov. 1673. 

12. Martha, b. 21 Oct. 1676 ; ra. 7 Dec. 1705, David Judd, son 

of Roger and Elizabeth Judd of Boston; b. 17 Jan. 1682. 
Ch. : 1. Martha, b. 1706 ; m. 29 Dec. 1724, James Masury 
at Salem Village; 2. Experience, b. 1710; d. 14 Aug. 1748; 
m. May 1734, Joshua Goodale; b. 1708; d. 1798; 3. Eliza- 
beth, b. 1714; m. 13 Nov. 1735, Samuel Hutchinson; 4. 
Rebecca, owned covenant and bapt. at Salem Village, 
25 Apr. 1742 ; 5. Mary, owned covenant and bapt. at Salem 
Village, 25 Apr. 1742 ; m. 6 Apr. 1749, Daniel Marsh. 

13. Thomas. 

14. Elizabeth, b. 1680; d. 21 Nov. 1693. 

15. Jonathan ; his name appears on First Church records (Sa- 

lem Village), 1718-19-20-21-22-23-24. 

16. David, b. 1688. (“Thomas Preston’s wife delivered of a 

son David.” — First Church Records.) Jonathan and Da- 
vid Preston appear in a deed 7 June 1711. David’s name 
appears on First Church records (Salem Village), 1719- 

Thomas Preston was undoubtedly horn in Ipswich, 
though the early records are missing and the exact date 
cannot be fixed; that the date of his birth was 1642 or 
1643, is shown by a deposition made by him in Salem, 
Jan. 30, 1690/1: “Deposition of Thos Preston age 48 
testified that he lived on Mr. Downing’s farm called 
Groaten and was showed the bounds by former tenants 
and that the tree now cut down but stump standing in 
Mr Shaw’s fence was showed to be bounds on South and 
stand 12 poles within Wm Shaws fence toward Mr Down- 
ing’s house.” (Essex Deeds, vol. 8, p. 181.) 

About three years after his mother’s marriage to Nich- 
olas Holt of Andover and removal there, Thomas Preston 
married a daughter of Francis Nurse, who was then 
living near the North River in Salem. In 1678 Francis 
Nurse purchased the Townsend Bishop farm in Salem 
Village, of Rev. J ames Allen of Boston, and moved from 
Salem to the Village, he occupying the old homestead and 
his sons and sons-in-law building houses of their own 
around him. 

It is uncertain where Thomas Preston lived from 1669, 
the date of his marriage, till 1678, but after the purchase 


of the Bishop farm he settled there, on the portion of 
the farm nearest the “Orchard Farm” of Gov. Endicott. 
His house stood near the present Walnut Grove Cemetery 
and not far from that now standing, known as the Joseph 
C. Putnam house, which was probably built by his son 
John Preston. Claims of proprietors of common lands 
in the town of Salem were received in 1714 from those 
having houses in 1702, and the records show that the 
estate of Thomas Preston had one house. In 1724 similar 
claims were received and at that time the estate of Thomas 
Preston owned one house and John Preston one. 

Though holding no public offices, Thomas Preston was 
a man of influence in the community, both in church and 
town affairs; he was made a freeman 22 Mar. 1689/90. 

On the Salem town records in 1677 is the item: “Paid 
Thomas Presson for work' on fortification £14.00.00.” 

On the Salem tax lists for 1683, on Joseph Pope’s list 
appears the name of Thos. Preston. 

The town records also have the following : “The tything- 
men chosen by the Selectmen 29 — 9mo. 1683 were aa 
follows: Henry King 1 -r> , ,,, 

ThosPresonJ ^pe sward 

Work on highway, 1691 : 

“Thomas Preston 2 oxen, horse & man, 0 — 4 — 6 n 
1692 : “Thomas Preston, 4 oxen & 3 hands 0-10 — O’* 

The tax list for Salem for 1700 has: 

Tho. Preston’s Estate — 6 s — • 

He was involved, with other members of the Nurse 
family, in the dispute which arose over the ownership of 
a strip of land between the Bishop farm and the Orchard 
farm. The original grants to Endicott, Bishop and Stile- 
man apparently overlapped each other, and Zerubfcbel 
Endicott who owned the Orchard farm when Nurse took 
possession of the Bishop farm, sought to establish his 
line where it would seem rightfully to belong, that being 
the earlier grant, but Bev. James Allen, who was bound 
to defend Nurse’s title, and Nathaniel Putnam, the owner 
of the Stileman grant, resisted, and they finally won after 
a long controversy. 

(2b be continued') 


Abbot, Abbott, Ab- 
iel, 100. 

Cora B., 319. 

George, 434. 

George B., 343. 

George W., 331, 

John E„ 103, 339. 

John Emery, 103. 

Sarah, 304. 

William P., 113, 
115, 116. 

Aborn, Frances 
(Field), 397. 

Nathan Abbott, 

Phyllis, 297. 

Adams, , 397. 

John, 53. 

John M„ 139. 

Miranda A., 53. 

Olive, 55. 

.Samuel, 207. 

Susanna Whitney, 

Adams & Willis, 34. 

Addison, W. J., 331. 

Aden, 138, 393. 

Adkins, J. M., 173. 

S., 33. 

Agard, Charles, 316. 

Albete, Lydia Jane, 

Aldrich, Elizabeth, 

Luther R., 314. 

Nathan A., 305. 

Alexandria, 410. 

Allen, Allin, , 

86, 323, 335, 329. 

Capt., 142. 

Benjamin, 182. 

Charles EL, 139, 
142, 143, 152, 321, 
339, 340. 

Charles H., Jr., 80. 

Charles Henry, 

Allen, Edward, 105. 

Eliza Jane, 189. 

George H., 68, 83, 
84, 126, 152, 391, 

George Henry, 152, 

James, 439, 440. 

John, 182, 356, 
357, 359. 

Mary, 182. 

Mary P. (Wright) 

William, 177, 178, 

William E., 395. 

William H., 255. 

William Henry, 

Alii, Po, 115, 116. 

Amesbury, Amsbery, 
180, 181. 

Amory, Rufus G., 

Amoy, 130. 

Anderson, James, 

Robert, 406. 

Andrew, Andrews, 
— , 131. 

Capt., 130, 131. 

Abbie, 397. 

John, 429. 

Martha, 51. 

Nathaniel, 130, 

Nehemiah M., 395. 

Oliver, 339. 

William, 397. 

Anjier, 138. 

Antigua, 398. 

Apalachicola, 172. 

Appleton (Wiscon- 
sin), 132, 133. 

Appleton, Frank P., 

Henry, 101. 

J. S., 101. 

Appleton, John, 101. 

John Sparhawk, 
100 . 

William, 112. 

Arch, Edward, 57. 

Archer, Augustus J., 

Caroline Emily, 

Caroline Rebecca, 

Samuel, 103. 

Arnot, — — , 34. 

Arterson, Ralph, 77. 

Ashby, Anne, 261. 

Aspinwall, Franklin, 

Jane, 316. 

Lewis Enders, 316. 

Winef ord ( Allen ) , 

Assahan, 115, 116. 

Atchafalava, 231. 

Auckland (N. Z.), 

Austin, Arthur A., 

Charles W., 270. 

Ellen, 270. 

Julia C., 270. 

Lura, 312. 

Sylvester, 312. 

Australia, 129, 143. 

Babbidge, Christo- 
pher, 431. 

Bagley, Orlando, 


Bailey, Bayley, , 


Chauneey, 189, 191 

Cynthia, 191. 

Eleanor, 189. 

Elizabeth, 62. 

Emma, 397. 

Baizley, Charles, 138, 

Baker, , 34. 

Eliza, 52. 

( 441 ) 



Baker, Elmer, 279. 
Elvira, 52. 

Lucinda (Conant), 

Nathan, 52, 279. 
Balch, Mary, 203. 

Polly, 203. 

Bald Head, N. C., 

Balfour, Elizabeth 
Mellen, 287. 
Elsie Gertrude, 


John B., 287. 

Ball, Jonas, 60. 

Samuel, 139. 
Ballard, Sarah, 430. 
Baltimore, 411. 
Bancroft, Addison, 

Bert Harvey, 291. 
Carl Burnap, 291. 
Carrie Annie!, 291. 
Carroil, Henry, 

Harrison, 291. 
Louise Ila, 291. 
Mary A., 283. 
Philura (Webber) 

Bangs, Edward & 
Brother, 333. 
Banks, Charles Her- 
bert, 265. 
Edmund, 265. 

Ella Lestina, 265. 
Orrin E., 265. 
Polly, 265. 

Barker, Jonathan 
Bowers, 13. 
Harkley C., 33. 
Barlow, David March, 

Barnard, Dr., 103. 
Edwin, 253. 

John, 180. 

Bachel, 101, 102. 
Samuel, 101, 102. 
Thomas, 180, 181. 
Barnes, Charles H., 

Eliza, 291. 

George H., 291. 
Wells, 291. 

Barnes, William, 

178, 181. 

Barret, Barrett, Car- 
oline Lucinda, 

Rebecca, 193. 
Barstow, Thomas, 3. 
Bartlett, Jonas, 192. 
Bassett, Celadon, 

Florence Adell, 

John, 303. 

Julia Ann, 185. 
Mary, 303. 

Samuel, 185. 
William B., 185. 
Batavia, 137, 139. 
Batchelder, Bachel- 
der, Bacheller, 
Batcheller, Capt. 

Hannah, 53. 

Henry E., 340. 
John, 53, 307. 

Kate E., 148. 
Leonard A., 148. 
Mabelle, 148. 
Minnehaha, 148. 
Nathan A., 147, 

Nathaniell, 177. 
Bate's, Capt., 336. 
Atkins H., 138, 


Joseph N., 255. 
Sarah (Forbes), 

William, 331, 335, 


William B., 139, 

331, 335, 336. 
Bath, 120, 121. 
Battis, Edward C., 

John, 395. 

Baxter, Florence 
Adell, 303. 

John, 303. 

Mary, 303. 

Beadle, , 77. 

Charles, 77, 83, 

John, 77. 

Beadle, Mary M., 77. 

William, 77, 391, 

Beal, Joseph, 280. 

Laura Harriet, 


Lois, 280. 

Lois (Wardwell) , 

William H. H„ 280 

Beamon, J. Blanche, 

Beane, , 400. 

Becket, Retire, 13, 

Sarah, 248. 

Beckford, Bakford, 
Ebenezer, 101, 
102, 103. 

Bee Co., 32, 33. 

Beers, Susanna, 438. 

Belfast, Ellen, 270. 

Belknap, Henry Wy- 
coif, 49, 185, 265. 

Bell, Eliza, 62. 

Bellaires, Newell, 62. 

Bellows, Dolly, 62. 

Ebenezer, 62. 

Lydia, 62. 

Belmartin, Agostini, 

Bemis, S. A., 187. 

William, 282. 

Bengal, Bay of, 131. 

Benner, Burnham C., 

Benner Brothers, 

Bennet, Bennett, 
Steven, 354. 

T„ 34. 

Bensel, Joseph, 173. 

Bentley, — — , 4, 18. 

Dr., 206, 207. 

Bermuda, 162, 171. 

Berry, Aaron W., 

Patrick, 137. 

Bertram, , 392, 


George, 247. 

John, 125, 144, 147, 
241, 243-245, 247, 
248, 252, 335, 364 



Bethel (Vt.), 188. 

Beverly, 124, 138. 

Biggio, , 232, 


William^ 231. 

Binnie, Binney, An- 
nie, 294. 

Chas. J., 258. 

Chas. J. F., 258. 

Birkenhead, 157. 

Biscoe, Arthur G., 

Bishop, , 440. 

Esther, 312. 

Harriet Komeyn 
(McClelland) , 

James, 297. 

Mary Josephine, 

Townsend, 439. 

Bixby, Eunice, 64. 

Maria, 64. 

Matilda, 319. 

Black, , 32. 

Blake, George D., 

Blanc, Samuel P., 

Blanchard, Charles 
H., 56. 

Elizabeth T„ 55. 

Blasdale, Henry, 179 

Blessing, Jane, 437, 

Blitham, — — , 382. 

Blodget, , 23. 

Boardman, Arthur, 

Francis, 14. 

John, 125. 

Mary, 14. 

Sarah, 14. 

Bodel, John, 191. 

Bonaparte, Napo- 
leon, 332. 

Bond, John, 184. 

Joseph, 184. 

Sarah, 184. 

W. E., 219. 

Bonknappd, see 

Bonneau, , 37, 


Bonneau Capt., 174. 
F. N„ 174. 

Frank N., 34, 36. 
Boojong, Eajah, 121. 
Bordean, Angeline, 

Helen, 288. 

John, 288. 
Boscawen (N. H.), 

Boss, Capt., 333. 
Boston, 120, 130. 
Boswell, James B., 
139, 322. 

Boughton, Sally, 308. 
Bowditch, Ebenezer, 
112 . 

Elizabeth Gilman, 

112 . 

Eunice, 109. 

Mary Ann, 112. 
Nathaniel, 102, 

William, 147, 437. 
Bowen, Benaiah, 286 
Betsey, 188. 

David, 188. 

George A., 286. 
Lucinda, 286. 
Martha Ann, 286. 
Orville, 286. 

Boyer, Catherine 
Elizabeth, 296. 
Francis Buckner, 

Boynton, George, 294 
Gladys, 294. 
Harriet, 294. 
Nancy, 200. 

Phoebe P., 200. 
Samuel, 200. 

Vina, 200. 

Bradbury, Jabez, 182 
John, 180. 

Mary, 182-184. 
Thomas, 178, 179, 
181-183, 354, 356, 
359, 360. 

Bradley, Bradlee, 
Daniel, 425. 

Francis B. C., 25, 
153, 217, 401. 
Bradstreet, Simon, 

Brag, Benjamin, 316 
Ebenezer, 316. 
John, 316. 
Nathaniel, 316. 
Sarah, 316. 
Timothy, 316. 
Zerviah, 316. 
Brantz, Capt., 250. 

Bray, , 66, 86, 


Daniel H., 395. 

S. P„ 93, 96, 129. 
Stephen P., 65, 86, 
93, 321. 

Brazer, , Eev. 


John, 106. 

Breck, — • — , 40. 
Breed, Capt., 242. 
Holten J., 242, 246, 

Brennan, Julia, 276. 
Mary A., 276. 
Timothy, 276. 
Brewer, H. O., 222. 
Brewster, Charles 
F., 275. 

Dorothy ( Copp) , 

Harvey Watson, 

Jacob, 275. 

Mary Copp, 276. 
/Sophronia, 275. 
Bridge, Bridges, 
Abigail, 60. 
Ebenezer, 307. 
Edmund, 438. 
Henry G., 394. 
James, 437. 

Josiah, 60. 

Sarah, 437, 438. 
Bridgewater, 107. 

Briggs, , 396. 

Anna, 266. 
Cristopher P., 316. 
Elizabeth, 107. 
Jane, 316. 

John, 107. 

Phebe Louisa, 107. 
Euth, 107. 

Brigham, Alice Min- 
erva, 290. 
Alphonso G., 290. 



Brigham, Bertha 
Gertrude, 290. 
Betsey A., 290. 
Betsey M., 290. 

Ida E., 290. 

John Dexter, 290. 
John W„ 290. 
Mabel Louise, 290. 
Mary Ethel, 290. 
Minnie Ann, 290. 
Balph Bertram, 

Brock way, Sally 

(Boughton) , 308. 
William, -308. 
Brookhouse, John, 

Bobert, 332. 
Brookline, 146. 
Brooklyn, 151. 

Brooks, , 391. 

Col., 211. 

Alice, 397. 

C'„ 397. 

John, 211. 

Kitty, 397. 

Maggie, 397. 
Phillips, 399. 
Brown, Browne, — , 
32, 398. 

Capt., 323, 327, 337 
Aaron, 202. 

Amos, 53. 
Benjamin, 179. 
Eatie, 400. 

Edward, 132. 

Ezra, 55. 

Francis, 11. 
George, 180. 
George A., 339. 
Harriet L., 336. 

J. Appleton, 350. 

J. Vincent, 323. 
Jacob, 52. 

James, 437. 

James W., 200. 
John, 179, 183. 
Julia Adela, 200. 
Lydia, 52. 

Mary, 437. 
Nathaniel, 177, 
323, 327, 337, 340 
Olive, 55, 56. 
Philip, 356. 

Brown, Sally, 53. 
Sally (Macintire), 

Samuel, 102. 
Stephen, 122. 
Thomas, 53. 
William, 53, 101, 

102, 245, 264, 394. 
William L., 304. 
William S., 340. 
Brownsville, 170. 

Bryant, , 396. 

Alfred S., 306. 
Alonzo King, 306. 
Asenath (Whit- 
ney), 317. 
Augusta Maria, 

George Alfred, 306 
Harriet N., 307. 
Henry A., 306. 
Mary Elizabeth, 

Mary Wyman, 266. 
Noyes, 317. 

Samuel W., 317. 
Timothy, 121, 255, 

Buchanan, — — , 406. 
Buck, Bertha Ger- 
trude, 290. 
Maurice Warren, 

Buekman, Eliza A., 

Ora, 194. 

Bebecca, 194. 

Buell, , 416. 

Buenos Ayres, 130. 
Buffington, Capt., 

Bugbee, Frances, 271 
Bulk Head, 171. 
Bullard, Edward C., 

Elizabeth S., 309. 
Ida, 308. 

Mary Susan, 277. 

Bullock, , 176. 

J. D„ 171. 

James D., 176. 
Bump, Harriet, 292. 
Burbank, Mary J., 

Burges, Boger, 353. 

Burnam, Asa, 395. 

Burnap, Barnap, 
Bonknoppd, Bur- 
napp, Burnip, 
Burnop, Bur- 

noppe, — , 301, 


Burnap ( Burnett ) , 

Burnap, Abbie, 268. 

Abigail, 53, 59. 

Addie Minerva, 

Addison, 50. 

Adeline Ardelia, 

Adeline Lillie, 188. 

Agnes C., 187. 

A. G., 187. 

Agnes Greenman, 

(Burnett), Alice 
Elizabeth, 190, 

Albert J., 186. 

Albert Jones, 185, 

Albion G., 187. 

Albion Gustavus, 

Alice M., 310. 

Alla, 273. 

Almira, 64, 308. 

Alvares E., 271. 

Amos, 51. 

Amy Davenport, 

Angeline, 311. 

Ann, 301, 308. 

Anna, 50, 308. 

Anna Maria, 282, 

Annette A., 188. 

Annie, 316. 

Annie C., 59, 284. 

Annis Parker, 50. 

Arthur, 271. 

Arthur A., 278. 

Arthur Franklin, 

Arthur Martin, 

Arunah, 271. 



Burnap, Asa, 268, 

(Burnett), Augus- 
ta C., 49. 
Augustus, 303. 
Aurelia C., 196. 
Aurilla, 305. 
Barbara, 304. 
Belle, 275, 292. 
Benjamin, 189. 
Bertha A., 188. 
Betsey, 56, 189. 
Betsey Adams, 55. 

B. Lizzie, 187. 
Blanche Susan, 

199, 291. 
Caroline G., 196, 

Caroline Lucinda, 

Carroll, 268. 
Catharine E., 186. 
Catharine Ellen, 

Celinda W., 196, 

C'elinda Warren, 


Charles, 187, 281, 

Charles Brown, 56. 
Charles E., 283, 
294, 309, 310. 
Charles Edward, 

Charles Fabian, 

Charles G., 305, 

C. H„ 52. 

Charles H., 52, 

271, 279, 305. 
Charles Hawes, 


Charles Herbert, 

Charles L., 266. 
Charles Lester, 

188, 287. 

Charles M., 190. 
Charles Newton, 

Charles R., 187. 

Burnap, Charles 

Russell, 187, 188. 

(Burnett), Charles 
Willington, 277. 

Charlotte Isabelle, 
187, 287. 

Charlotte M., 187. 

Christian, 301, 302 

Christine, 318. 

Cinderella H., 273. 

Clara A.. 273. 

Clara Alice, 284. 

Clara D., 304. 

Clarissa A., 318. 

Cora, 308. 

Cora Elizabeth, 

Cora M., 293. 

Cornelia, 308. 

Cuthbert, 301. 

Daniel, 275. 

Daniel Lillie, 188, 

Daniel Milton, 275 

David Edson, 271. 

David P., 305. 

Dianna A., 271. 

Dolly, 312. 

Dorothy, 50, 277. 

Eddice May, 287. 

Edmund, 51, 52, 

Edna, 200. 

Edward, 50-52, 277, 
278, 281, 300, 306, 

Edward Childs, 53. 


Edward Hoyt, 274, 

Edward L., 305. 

Edward R., 303. 

Edward Samuel, 


Edward Worthing- 
ton, 192. 

( Burnett ) , Edwin 
Averill, 188, 288. 

Edwin L., 280. 

Edwin Lincoln, 


Edwin S., 58. 

Edwin Sanniel, 58, 

Burnap, Edwin V., 

Eleanor, 189. 
Eleanor Elizabeth, 

Elijah, 271, 320. 
Elijah B., 185, 186. 
Elijah W., 270. 
Elisha, 301. 

Eliza A., 57. 

Eliza Ann, 197. 
Eliza Elvira, 52, 


Eliza Jane, 196. 
Elizabeth, 301, 305, 

Elizabeth L., 279. 
Elizabeth R., 52, 


Elizabeth T., 55, 

Ella, 305. 

Ella G., 310. 

Ella M., 272. 

Ellen Gertrude, 

Ellen Lucinda, 58, 


Ellen M., 304. 
Ellen Staniels, 


Ellen W., 267. 
Elnora J., 200. 
Emeline, 185. 
Emma, 318. 
(Burnett), Emma 
Augusta, 49. 
Emma Jennett, 
310, 311. 

Emma L., 282. 
Emma Lincoln, 


Ernest Winfield, 
279, 293. 

Erving, 306. 
Esther, 265, 306. 
Esther C„ 57. 
Ethel M., 289. 

E. Urania, 57, 281. 
Eunice, 301, 302. 
Eunice Annie, 199. 
Eva, 308. 

Fannie, 319. 

Fanny O., 281, 304 



Burnap, Flora E., 


Flora Maria, 279. 
Florence Adell, 

303, 304. 

Florence Jane 
Henderson, 275, 


Florence Maria, 


'Florilla, 189. 
Frances, 271. 
Frank, 305. 

Frank A., 306. 
Frank P., 269. 
(Burnett), Frank 
Russell, 188, 288. 
Frank Scott, 310. 
Frederick Allen, 
273, 292. 

Frederick Augus- 
aus, 273. 

George, 55, 59, 188, 

George Eaton, 195. 
George Elbert, 187. 
George F., 56, 58. 
George Franklin, 
58, 283. 

George Howard, 

George L., 271. 
George M., 303. 
George Skeel, 268. 
George Theodore), 

Grace, 312. 

Grace Belle, 188, 
Grace Howard, 

Grace Maria, 293. 
Hannah, 50, 51, 

301, 302, 306, 

308, 312. 

Hannah E., 52. 
Hannah Elizabeth, 

Hannah Louise, 

Harden, 190. 
Harlan P., 265, 

Harlan Page, 290, 

Burknap, Harley, 


Harley P., 265. 
Harold Albion, 


Harriet, 53, 58, 
283, 294. 

Harriet T., 58. 
Harriet W., 267, 


Harvey Ellsworth, 

Hayden, 188. 

Helen, 267, 288, 


Helen Gertrude, 


Henry A., 186, 286. 
( Burnett ) , Henry 
Chandler, 190. 
Henry Edward, 
310, 311. 

Henry Stillman, 

Henry T., 59. 
Henry Thompson, 
59, 284. 

Herbert Ernest, 

Herbert G., 57. 
Herbert Goodridge 
57, 281. 

Herbert H., 310. 
Herbert Hugh, 


Herbert J., 282. 
Herbert Morse, 

Herbert T., 187. 
Herbert Thayer, 
187, 286. 

Horace E., 305. 
Ida, 273, 308. 

Ida Bell, 310, 311. 
Ida Luella, 317. 
Ida S., 270, 292. 
Irving Arthur, 
283, 294. 

Isaac, 301. 


Isabella Frances, 

Isabelle E., 200. 
Israel H., 57. 

Burnap, Israel 

Hutchinson, 57. 
Jabez, 320. 

Jacob, 50. 

James, 55, 311. 
James C., 188. 
James T., 267, 274. 
Jane, 302, 309. 
Janet H., 270. 
Jason, 265. 

Jean Dell, 318. 
Jennie, 199. 

Jennie Abbey, 195, 

Jennie Etta, 311. 
Jennie M., 306. 
Jerome Jackson, 

Jessie May, 188, 


John, 195, 300-302, 
307-309, 320. 
John A., 308. 

John Andrew, 195. 
John G., 308. 

John L., 309, 310. 
John Myron, 188, 


John Sanborn, 186. 
John Smith, 195. 
John Thomas, 200. 
John W., 274. 
Joseph, 59, 301, 

302, 307, 308. 
Josiah, 53, 311. 
Julia Ann, 185. 
Julia G., 318. 
Julian R., 320. 
Juliana, 319. 

Kate, 309. 

Kate E„ 309. 

Kate Elizabeth, 
283, 294. 

Kate Josephine, 

Katharine, 318. 
Laura Harriet, 53, 

Laura Jane, 270. 
Laura May, 188, 

Laurilla Wilkin- 
son, 265. 

Lemuel, 312. 



Burnap, Lena, 281. 
Lena Elnora, 297. 
Lena May, 312. 
Leonard Mosman, 

Levi, 312. 

Lillah, 50. 

Lillian, 295. 

Lillian Elvira, 58, 

282, 203, 294. 
Lillian Valerie, 


Lillie Ella, 310. 
(Burnett), Living- 
stone S., 49. 

( Burnett ) , Lizzie 
A., 288. 

Lizzie B., 187. 
Lizzie (Cook), 


Loretta P., 271, 

Lottie I., 187, 188. 
Lottie Sarah, 275, 

Louisa, 273, 312. 
Lucinda, 57. 

Lucy, 312. 

Lucy Candace, 268 
Lucy Gleason, 199 
Lucy J. T., 59. 
Lucy Mabel, 293. 
Lucy Russ, 273. 
Luke, 199. 

Lura, 54, 312. 

Lura Estelle, 198, 

Lurranna L., 186. 
Luther, 312. 
Luvanna L., 186. 
Luvanne L., 186. 
Lydia, 52, 312, 313. 
Lydia A., 312. 
Lyman, 313. 

Mabel E., 282. 
Mabel Elizabeth, 

Mabelle L„ 310. 
Mahitabel M., 315. 
Maranda Susan, 


Margaret, 319. 
Margaret Maria, 


Burnap, Margery, 

Margie, 286. 
Margie F., 186. 
Marietta, 310. 
Marion E., 286, 306 
Marius 0., 317. 
Marshall Terry, 

(Burnett), Martha 

49, 50, 275, 313, 

Martha Dandridge 


Martha Irene, 275. 
Martha M., 306. 
Martha N., 293. 
Martin, 314. 
Martin Luther, 
200 . 

Mary, 51, 54, 189, 
301, 302, 307, 308, 

Mary A., 57. 

Mary Adelia, 55. 
Mary Ann, 52, 57, 

279, 281, 314, 315 
Mary Calvin, 314. 
Mary Cordelia, 53, 


Mary Dorcas, 199. 
Mary E., 197, 271, 

Mary Elizabeth, 
188, 288. 

Mary Ella, 293. 
Mary Emma, 309. 
Mary F., 55, 274. 
Mary Fidelia, 196. 
Mary Frances, 187, 

Mary Henshaw, 

Mary J., 292. 
Mary Janet 272. 
Mary M., 265, 289, 

Mary Merrill, 315. 
Mary Mysilvia, 


Mary T„ 266. 
(Biirnett), Mary 
Warracong, 190. 

Burnap, Mary Wy- 
man, 266. 
Matilda, 319. 
Mattie B,, 197. 
May, 312. 

May F., 187. 
Melinda, 315. 
Meloda, 51. 

Melody, 51, 52. 
Melody C., 52. 
Milton, 275. 
Minerva, 195, 305. 
Miranda A., 53. 
Myra, 273, 292. 
Myra Eldora, 315. 
Myron, 188. 

Nancy, 53, 189, 
190, 200, 315. 
Nancy A., 185. 
Nancy M., 52. 
Nancy Melody, 52, 

Nancy Merritt, 51. 
Nellie, 310. 

Nellie F„ 287, 310. 
Nellie Grace, 288. 
Nellie M., 294. 
Nellie Oraville, 


Nelson, 315. 
Nicholas, 318. 
Olive, 319. 

Ophelia Catharine, 

Orrin E., 291. 
Orville W., 270. 
Otis G„ 267. 

P., 308. 

Patty, 49. 

Pauline, 305. 

Pearl Noble, 268. 
Phebe, 301. 

Phebe P., 200. 
Philinda, 304. 
Philip, 301, 302, 


Philip M., 315. 
Polly, 51, 307, 308. 
Ralph Heath, 319. 
Reuben, 50. 
Richard, 301. 
Richard Samuel, 
283, 295. 



Burnap, Robert, 301, 
312, 320. 

Robert E., 188, 


Robert Samuel, 

Roena, 190. 
(Burnett), Ro- 
sena, 49. 

Russell Hilder, 


Ruth Dix, 282. 
Ruth Holmes, 306. 
Ruth Lincoln, 292. 
Ruth Maud, 290. 
Sabra, 278. 

Sallie Rosa, 317. 
Sally, 50, 307. 
Sally Millie, 317 
Sampore, 307. 
Samuel, 56-58, 283, 

Samuel L., 306. 
Sarah, 301, 316, 


Sarah Abbie, 55. 
Sarah Ann, 273. 
Sarah Antoinette, 

Sarah E., 185, 186, 

Sarah Elizabeth, 
185, 196, 290. 
Sarah Evelyn, 287. 
Sarah Harney, 266 
Sarah J., 273, 305. 
Sarah Jane, 266. 
Sarah Kelsey, 188. 
Sarah R., 274. 
Sarah Williams, 

Selinda W., 196. 
Seneca, 265. 
(Burnett), Serv- 
ington Savery, 

Sewall G., 56. 
Sewall Goodridge, 

Sidney, 271. 

Sidney L., 271. 
Sidney R., 318. 
Silas Allen, 317, 


Burnap, Sophia, 190. 
Sophia N., 274. 
Sophia P., 318. 
Sophronia, 275. 
Stephen, 301. 
Sterling Edward, 

Stillman, 51, 52. 
Stillman W., 52. 
Susan, 53, 312. 
Susan M., 55, 317. 
Susan Maranda, 

Susannah, 50. 
Sybil, 308. 

Sylphia, 273. 
Sylphia Amanda, 

Sylvester Austin, 


Tabitha, 301. 
Thomas, 301, 302, 

Thomas P., 319. 
Thurbut, 310. 

Tira Ellen, 271. 
Tracy, 318. 

Upton, 53. 

Urania E., 57. 
Uzziah C., 309. 
Uzziah Cicero, 267. 
Vina M., 200, 291. 
Walter, 320. 
Walter C., 278. 
Walter E„ 278, 
293, 313. 

Walter Mellen, 
188, 287. 

Walter Pillsbury, 

Walter R., 278, 

Warren, 52. 
Warren S., 52. 
Warren Sidney, 


Warren Stillman, 
52, 280. 

Wilder Luke, 319. 
Willard A., 196, 

Willard Abijah, 

Burnap, Willard Ed- 
gar, 196, 290. 
Willard L., 197. 
William, 319. 
William A., 310, 

William Abbott, 

William Henry, 

William Leggett, 

Willie, 187. 

Willie W., 280. 
Wyman Reed, 197. 
Burnett, Burnet, 

, 63. 

Adaline A., 193. 
Alice W., 194, 195. 
(Burnap), Almina 
Mandana, 269. 
Andrew J., 276. 
Ann Hamilton, 


Anna, 276. 

Anne Priscilla, 

Arthur, 276. 

Austin Coolidge, 

Barara, 295. 
Betsey, 60. 

Calvin A., 193. 
Caroline A., 289. 
Charles, 60-62. 
Charles Cleveland, 

Charles Cutter, 
285, 295, 296. 
Charles Francis, 


Charles Henry, 

Charles Lowell, 


Charles R., 60, 61. 
Charles T„ 276. 
Charlotte E„ 277. 
Chloe, 61, 190. 
Clarence A., 194. 
Clarinda Mellish, 

David A., 193. 
Dolly, 62. 



Burnett, Dolly 

Chamerlain, 192. 
Dorr Theron, 289. 
Edward, 285, 295, 

296, 309. 

Edwin L.. 194. 
Electa M , 293. 
Elinor, 285, 295, 


Eliza B., 62, 63. 
Eliza Bell, 62, 285. 
Elizabeth, 60, 192, 
193, 284. 

Elizabeth L., 193. 
Ellen, 276. 

Ellis, 297. 

Emeline Jane, 194. 
Emma, 193. 

Emma Augusta, 

Emma Josephine, 
193, 289. 

Estella Eastman, 

Esther, 285, 296. 
Esther Lowell, 
295, 299. 

Ethel, 296. 

Ethel Raymond, 

Florence E., 194, 

Florence! L., 276. 
Francis, 297, 309. 
Francis Elsworth, 

Francis Lowell, 
295, 298. 

Frank, 276, 293. 
Frank George, 

193, 289. 

Frank W., 293. 
Fred Nelson, 193, 

George Hall, 299. 
Georgia, 299. 
Gertrude Augusta, 

Grace, 309. 

Grace Elizabeth, 

Hannah, 61. 
Hannah A., 276. 
Hannah Maria, 61. 

Burnett, Harriet M., 
62, 63. 

Harriet N., 191. 
Harrietta Mar- 
cella, 63. 

Harry, 284, 285, 

Helen, 298. 

Helen Louisa, 295. 
Henrietta, 299. 
Henry Harvey, 61. 
Henry P., 296. 
Hiram, 61, 284. 
Isaac Gibson, 191. 
Isabel, 289. 
Isabella, 309. 
James F., 276. 
James Russell, 295 
James Russell 
Lowell, 297, 298. 
James W., 309. 
Jennie Cromwell, 

Joel, 60, 62. 

John, 62-64, 286. 
John Bodel, 191. 
John Bodle, 191. 
John E., 194. 

John Fremont, 


John S., 309. 

John Torrey, 285, 

John Young, 276. 
Joseph, 61, 63, 284, 
285, 295, 297, 298. 
Josephine, 284, 
285, 296. 
Kathleen, 295. 
Kathleen Coffyn, 
289, 297. 

Ivezia, 61. 

Laura E., 193. 
Lester, 191. 

Lester Grant, 192. 
Lila Estelle, 293. 
Lois, 295, 299. 
Lorenzo Newell, 

Louisa, 285, 297. 
Luther, 192. 

Mabel, 276, 295. 
Margaret, 285, 299 

Burnett, Margaret 
Julia, 295. 

Marie Celeste, 299. 

Marius, 192. 

Marshall Sumner, 

Martha, 64, 193. 

Martha Ann, 64, 

Martha E., 195. 

Mary, 309, 296. 

Mary A., 193. 

Mary Addie, 277. 

Mary Elizabeth, 

Mary L., 194, 309. 

Nella M„ 195. 

Olive, 192. 

Patty, 64. 

Peter, 300. 

Philip Mason, 295. 

Phyllis, 297. 

Prudence E., 192. 

Rebecca C. T., 63. 

Rebekah, 64. 

Richard Torrey, 

Robert, 299. 

Robert Manton, 
285, 295. 

Rosamond A., 195. 

Ruth, 285, 296. 

Sarah, 309. 

Sarah E„ 277. 

Thomas Fiske, 

W. I., 62. 

Waldo, 285. 

Waldo I., 62, 63. 

Warren, 193. 

Warren Webster, 

Wellington Cleve- 
land, 191. 

William, 191. 

William Henry, 

Burnett, Joseph & 
Co., 284. 

Bumie, Annie, 294. 

James, 294. 

Burrill, Adaline A., 

Georgia, 193. 



Burrill, Mansfield, 8. 

Samuel, 193. 

Burrus, E. T., 173. 

G. W., 173. 

J. N., 173. 

J. T., 173. 

Thomas, 173. 

Burtiss, Dora Vir- 
ginia ( Stod- 
dard), 295. 

Lillian Valerie, 

William Bocios, 

Bush, Timothy, 320. 

Bussey, Benjamin, 

Buswell, , 354. 

Isaac, 355. 

Samuel, 354. 

Susannah, 355, 

Willi, 354. 

William, 177, 179, 
354, 355. 

Butler, B. F., 166. 

Richard, 210. 

Buttrick, Anne Ash- 
by, 261. 

Emily, 261. 

Emma, 399. 

Mary, 261. 

Samuel Bartlett, 

Byfield, 99. 

Byly, Henry, 358. 

Byrne, Clifford, 6, 7, 

8 . 

Cabot, , 204. 

Caird & Co., 154. 

Calcutta, 122, 130. 
131, 142, 146. 

California, 144, 191. 

Callaghan, Ellen, 63. 

Cambridge, 97. 

Cameron, Mary P., 

Nellie M., 294. 

William P., 294. 

Campbell, Isaac & 
Co., 220. 

Cannell, Joseph J., 

Canton, 130, 131. 

Carlin, , 32, 33. 

Carlton, John, 353. 
Carpenter, Frank G., 

Carr, Elizabeth, 357. 

William, 357. 
Carter, Ellen, 317. 
Ezekiel, 115, 116. 
John J., 317. 

Cary, Carey, Abiah, 

Chad B., 194. 
Charles I., 194. 
Charlotte E., 277. 
Gertrude L., 194. 
Nathan C., 277. 
Cass, John, 177. 
Castle, Fannie, 319. 

Olive, 319. 

Caswell, Florence 
Jane Henderson, 

John, 292. 

Catlett’s Station, 
Va., 414. 

Caulfield, , 391. 

Anthony D., 395. 
Chadbourne, Frank 
J., 272. 

Georgianna, 272. 
Chadwick, Capt., 344 
Elizabeth C., 288. 
Louise, 288. 
Lucien, 288. 
Challis, Mary, 360. 

Phillip. 360. 
Chamberlain, James, 
132, 140. 

Samuel, 140. 
Sophia, 285. 
Chamberlain, S. & 
Son, 140. 

Chamberlain, Sam- 
uel & Son, 140. 

Chandler, , 190. 

Joseph, 101. 
Thomas, 432-434. 
Channing, Rev., 108. 
Chapin, Asa, 312. 
Esther, 312. 

Louisa, 312. 

Chapman, William 
O., 391. 

Charleston, 167, 174. 

Charleston, S. C., 

Chase, Aquilla, 356. 

Chenerie, John, 353. 

Chever, Cheever, — , 

Capt., 142, 143. 

James, 121. 

James W., 121, 

142, 253. 

William J., 142, 

Chickahominy, 407. 

Chicora Co., 32. 

Child, Childs, Eliza- 
beth H., 196. 

Josiah, 186, 286. 

W. I., 107. 

China, 130, 132, 143, 

Chisholm, A. R, & 
Co., 32. 

Choate, Choat, 

Chote, Charles 
F., 285. 

Charles Francis, 

Elizabeth W. 
(Carlile), 297. 

George, 110, 263. 

Harvey, 244. 

John, 430. 

Joseph Burnett, 

Louisa, 285. 

Natalie Bishop, 


Stephen, 207. 

Choot, see Chute. 

Churchill, William, 

Churchill & Tread- 
well, 101. 

Chute, Choot, James, 

Claflin, Charles Rip- 
ley Burnett, 61. 

Chloe, 61. 

Ebenezer, 61, 64. 

Eliot, 62. 

Fanny, 61. 



Claflin, Georgianna, 

John, 64. 

Martha, 62. 

Samuel Walcott, 

Sarah, 61, 64. 

Sarah Ball, 62. 

Sarah Bucklin, 64. 

William Bain- 
bridge, 64. 

Clapp, Dexter, 125. 

Mary B., 125. 

Clark, Clarke, Ar- 
thur H., 140. 

Daniel, 107. 

DeWitt S., 362. 

Dorcas, 353. 

Edward, 178, 353, 

George, 139. 

George Rodgers, 

210 . 

Hanniel, 201. 

Lucy, 59. 

Mary Hannah, 107. 

Nellie, 397. 

Susanna, 201. 

Thomas, 427. 

Zebediah, 203. 

Clay, Henry, 406. 

Clement, Charles C., 

Robert, 184. 

Cleveland, Ohio, 133. 

Cleveland, Cleave- 
land, Charles, 

Frederick Wil- 
liam, 129. 

George, 103. 

Jane (Scott), 191. 

Jennie, 191. 

Lucy, 397. 

Clough, Clow, Ben- 
jamin P., 147, 

Celinda Warren, 

John, 177, 178, 359 

William H., 152, 

Cloutman, Joseph, 

Clow, see Clough. 
Cloyse, Cloyes, Abi- 
gail, 437, 438. 
Alice, 438. 
Elizabeth, 437. 
Experience, 437. 
Hannah, 437, 438. 
Hepzibah, 438. 
James, 438. 

Josiah, 437. 
Martha, 437. 

Mary, 437, 438. 
Peter, 437, 438. 
Rebecca, 437. 
Sarah, 437, 438. 
Susanna, 437, 438. 
Coates, Thomas, 1. 
Cobb, A. D„ 321, 341. 

Matthew, 250. 
Cobhams, — — , 183. 
C'obia and Co., 33. 
Coburn, Alonzo, 316. 
Charles, 316. 
Eliphalet, 316. 
Ellen, 317. 

Fidelia, 316. 
George, 316. 

Henry, 317. 

Jacob, 316. 

Jane, 316. 

Lois (Tracy), 316. 
Louisa, 316. 

Maria, 316. 

Milo, 317. 

Rosetta, 317. 

Coffin, Coffyn, Caro- 
line A., 289. 
Edward, 138. 
Cogswell, Jonathan, 

William, 429, 430. 
Colby, Charles Rus- 
sell, 288. 

George Burnap, 

George Rufus, 287. 
Jessie May, 287. 
John Haskell, 288. 
Richard, 288. 
Colcord, Calcord, 
Edward, 181, 

Cold Spring (N. Y.), 

220 . 

Cole, Abram, 190. 
Helen Gertrude, 

Isaac, 177. 

John, 180. 

John Roberts, 307. 

Coleman, , 108. 

Henry, 109. 

Coleridge, , 145. 

Collie and C'o., 32, 

Collins, Abram, 192. 
Benjamin, 180, 


John, 4, 6, 7. 

Lucy, 259. 

Nancy Lyman, 192 
Prudence E., 192. 

Conant, , 204. 

Conner, , 177. 

Cornelious, 177. 
Conolly, Horace L., 

Consolidated Co., 32, 

Converse, Clarissa 
A., 318. 
Hannibal, 318. 
Julia A. (Ferry), 

Cook, Lizzie, 269. 
Coombs, Combs, — , 

Cooper, Elizabeth, 

John, 97. 

Lydia, 97. 

Copley, , 399. 

Copp, Dorothy, 275. 
Corinth (Mississip- 
pi), 190. 

Corwin, George, 431. 
Cotton, John, 396. 
Seaborn, 181, 182. 

Coulborn, , 159. 

Cousins, Meloda, 51. 

Melody, 51. 

Cowley, Charles, 26. 
Cox, Benjamin, 140. 
Coxette, Coxetter, 
— — , 34. 

Capt., 41. 

L. M., 32. 



Craig, Charles M., 

J. W., 173. 

T. W., 173. 

Cram, Thomas, 183. 

Crawford, S. W., 

Creed, Belinda 
Smith, 280. 

Lucretia (Eider), 

Lucy (Eider), 51. 

Melody Cousins, 

Moses, 280. 

Thomas, 51. 

Thomas Gleason, 

Creelman, Benjamin 
C., 78, 321. 

Creesey, Josiah P., 

Crehore, Mary Ann, 

Crenshaw, , 220. 

W. G„ 32. 

William G., 220. 

Crenshaw Brothers, 

Crenshaw & Co., 160 

Critcher, John, 410. 

Croade, Eichard, 


Crosier, Abbie, 268. 

James, 268. 

Malona, 268. 

Cross, , 390. 

Daniel, 68. 

James, 137. 

Joseph, 100. 

Martha, 68. 

Martha Frances, 

68 . 

Crossett, Crossette, 
, 134, 139. 

George W., 132, 

Crossman, Daniel, 

Jennie Etta, 311. 

Leon, 311. 

Mary (Haskins), 

Crowninshield, G., 6. 


George, 6. 

John, 352. 

Cumberland, 244. 

Cumberland, Me., 

Cumsing-moon, 130. 


Charles Crehore, 

Esther Lowell, 299 

Joseph Stanley, 
298, 299. 

Mary, 299. 

Mary Ann, 299. 

Stanley, 298, 299. 

Currier, Florence E., 

Josiah H., 276. 

Mary E., 276. 

Eichard, 180, 181. 

Thomas, 181. 

Curtis, Curtice, 
Thomas, 118, 

William, 286, 434, 

Curwen, , 8. 

J. B„ 241, 245, 248, 

James B., 125, 241, 
243, 244, 247. 

James Barr, 341. 

Priscilla (Barr), 

Samuel, 321, 341. 

Samuel B., 321, 

Samuel Eopes, 


Cushing, , 262. 

Capt., 211. 

Judge, 216. 

Betsey, 188. 

Thomas, 211. 

William B., 165. 

Cutler, Dr., 205-208, 

Hezekiah, 201. 

Manasseh, 201-203, 
211 . 

Susanna, 201. 

Temple, 204, 215. 

Cutter, Edward, 284. 

Cutter, Josephine, 

Euth (Torrey), 

Dahlgren, — — , 47. 

Daland, Tucker, 142. 

William S., 157. 

Dalton, Hannah, 177 

Mehitable, 177. 

Samuel, 177, 179, 
180, 183, 356, 357. 

Dana, Charles A., 

Dandridge, Martha, 

Daniels, Benjamin, 
122, 249. 

Caroline, 398. 

Danville, Va., 411. 

Dargan, E. S., 220. 

Davenport, Lieut., 

Davidson, Charles 
E., 80. 

Davis, , 397, 413. 

Pres., 217, 219, 

Bliss Newton, 269. 

Fanny, Elizabeth, 

Harvey, 269. 

Hiram Bur nap, 

Hiram King, 269. 

I, 33. 

Isaac P., 250. 

J. H„ 23. 

James, 178. 

Janet H., 270. 

Jeff, 41, 410, 412, 


John H., 247. 

Lois (Smith), 269. 

Sanborn, 270. 

Thomas, 184. 

W. W., 153. 

William A., 258. 

Davis & Kidder, 273, 

Dawson, Francis, 
118, 119. 

Day, Fannie Ella, 



Day, William H., 

‘ 306. 

Dean, Jonathan, 203. 

Nath. C., 20. 
Dearborne, Godfrey, 

Dearden, Arthur, 


Sarah, 195. 
William, 195. 

De Leon, H. H., 46. 
Denison, Dennison, 
Major, 426. 
Daniel, 180, 357, 

John, 351. 

Denial, Mary, 308. 
Derby, Daby, Darby, 

Derbey, , 


Aaron, 51. 

Amos, 278. 

E. H„ 4. 

Elias Hasket, 2, 

Eliza, 309. 

Emily Maria, 105. 
Ezekiel Hersey, 

John, 102. 

John A., 339. 

Kate Eliza, 309. 
Mary, 51. 

Moses B., 53. 
Nancy Merritt, 51. 
Nancy Polly Mer- 
ritt, 278. 

Polly, 51. 

Roger, 431. 

Samuel E., 101, 

102 . 

Sybil, 51. 

Deverenx, , 397. 

G. H„ 263. 
Humphrey, 101-103 
J„ 242. 

James, 122, 242, 
244, 249, 254. 
John, 140. 

Dewey, , 350. 

Admiral, 350. 
Amos, 304. 

Jesse Edson, 270. 

Dewey, Sarah (Ab- 
bott), 304. 

Sarah Ann (Por- 
ter), 270. 

Sarah H., 270. 

Dewire, Isabel, 289. 

deWitt Alexander, 

Dexter, James, 64. 

Dickinson, Dickison, 
Christian, 301. 

John, 358, 359. 

Dighton, 247. 

Dill, Nathaniel A., 

Diman, James, 4. 

Dimond, Benjamin, 

Dix, John A., 401. 

Lavinia, 282. 

Nellie Oraville, 

William, 282. 

Dixon, George E., 

Dodge, Col., 207. 

Benjamin, 103, 
105, 107. 

Catharine, 98. 

Eben, 330, 331. 

Eliza, 103. 

Eliza Ann, 103. 

Israel, 98, 102. 

Lucia, 98. 

Robert, 207. 

Dole, Richard, 358. 

Donaldsonville, 233, 

Dosher, Dozier, H. 
D„ 419. 

Howard Douglas, 

Julius, 173. 

Richard, 173. 

Dove, Francis, 178, 

John E., 36. 

Dow, Dowel, Dowes, 
, 353. 

Rev., 100. 

Francis, 178, 356. 

Henry, 178, 181. 

James, 50. 

Dow, Joseph, 179, 
181, 183. 

Moses, 100. 

Sally Joy, 50. 
Downer, Robert, 179. 

Downes, , 46. 

Downing 1 , , 439. 

Emanuel, 428. 
Lucie, 428. 

Drake, Francis, 177. 
Draper, James, 314- 
Mart ha, 314. 

Du Buessot, , 


Dudley, , 25. 

Josiah, 143, 321. 
Duer, Col., 213. 
Dumaresque, Philip,. 

Diimer, Thomas, 358. 
Dunlap, Eva, 308. 
George, 308. 

Dunn, , 132. 

Capt., 132-139. 
Elmer E„ 132. 
Mary A. (Hutch- 
inson), 132. 
Thomas C., 132, 

Dunning, D., 33. 
Hunt, on, Abigail 
Burnap, 200. 
Henry, 199. 

Joseph Bridges, 

Julia Adela, 200. 
Lueretia, 199. 

Lucy Gleason, 


Olive Maria, 200. 

Du Pont, , 47. 

Duren, Martha Wil- 
liamson Forsyth, 
1, 113, 241. 
Dutton, Lois, 57. 
Louise, 57. 
Susanna, 56. 
William, 56. 
Dwinell, Dwinnel, 
Chester Wright, 

Eliza Ann, 197. 



Dwinell, Heslter 
Burnap, 199. 

Ola Henry, 199. 

Olive, 198. 

Orpah, 199. 

Orpah L., 199. 

Dyer, Thomas, 173. 

Eagleston, John H., 

Eames, Nancy C., 49. 

William, 63. 

Early, , 38. 

Eastman, Easman, 
Benjamin, 182, 
359, 360. 

Joseph, 359, 360. 

Mary, 180. 

Nath., 359. 

Phillip, 180. 

Rodger, 360. 

Easty, Isaac, 438. 

Mary, 438. 

Mary (Towne), 

Eaton, Grace, 1. 

Jno., 358. 

Jonas, 1. 

M., 190. 

W. B., 31. 

Echlin, Joseph C., 

Eckenrode, , 412, 


H. J., 410, 412. 

Edmundson, Emma, 

Edwards, William 
P„ 340. 

Egan, , 33. 

Ela, Daniel, 184. 

Ellis, Elanor, 274. 

Seth, 274. 

Elyria (Ohio), 188. 

Emerton, Emmerton, 
Ephraim, 260, 
262, 335. 

George Robinson, 

James Arthur, 


Emery, Emerie, 
John, 180, 356. 

Mary, 356. 

Emery, Noah, 246. 

Emilio, , 398. 

Endicott, Endecot, 

Endecott, , 


Gov., 110, 440. 
Charles, 143. 

John, 110, 429. 
Kitty, 399. 

Moses, 246, 252, 

Samuel, 110. 
Zerubabel, 440. 
English, Earl, 30. 
Enos, Anna, 308. 

J. B., 308. 

Entwisle, Capt., 361, 

Arthur W., 362. 
Ellen Dawson, 


Frank J., 362. 
Harry B., 362. 

J. Clifford, 344, 

James, 361. 
Erlanger & Co., 222. 
Esty, Este, C. G'., 64. 
Chloe, 62. 
Franklin, 62. 
Heman, 61. 
Martha, 61. 
Solomon, 61. 
Etgrave, James, 301. 
Eustis, - — — , 274. 
Eustis & Burnap, 

Everett, , 203. 

Asa, 203. 

Isabel, 203. 
Everhart, Annie, 315 
Exiter, 182. 

Exon, 182. 

Eyer, Eyers, John, 
180, 184. 

Mary, 180. 

Peter, 356. 

Fabens, B. H., 84. 
Benjamin, 76. 

C. E„ 84. 

Martha, 397. 
Fairbanks, Milecent, 

Fairfield, James, 

Falmouth, 250. 

Farley, Rev., 262. 

Farnham, Farnum, 
Elizabeth, 430. 

Putnam I., 333. 

Ralph, 430. 

Farr, Eliza Abbie, 

Hannah, 199. 

Joseph, 199. 

Farrag-ut, , 230, 


Farrands, Robert, 

Farrell, Margery, 

Farrington, Martha, 

68 . 

Farwell, Allen, 57. 

Betsey Lawrence, 

Lucinda, 57. 

Fay, Dexter, 285. 

Eliza B. B., 63. 

Eliza Bell, 285. 

Eliza B. Burnett, 

Ezra, 270. 

Florence Jennie, 

Olive (Lincoln), 

Peter, 62. 

Sophia ( Chamber- 
lain), 285. 

Sullivan, 62. 

Sylvester C., 63. 

Sylvester Cham- 
berlain, 285. 

Waldo B., 63. 

Waldo Burnett, 


Fayal, 176. 

Fayerweather, John 
A., 186. 

Fayette (Ohio), 190. 

Feejee, Fiji Islands, 
132-134, 138. 

Felloes, Samuel, 177, 
354, 355. 

Felt, J. Porter, 121. 

John, 395. 



Felt, Jonathan P., 3. 
Felton, Judith, 431. 
Nathaniel, 431. 

Fenollosa, , 398. 

Ernest, 396, 399. 
Ferguson, 340. 
Fettyplace, William, 

Field, Chad B., 194 
Emily Ann, 194. 
Fifield, Sarah S., 

Watson H., 277. 
Fiji Islands, see Fee- 
jee Islands. 

Fish, C. R., 424. 
Fisher, Nathan, 61. 

Daniel, 318. 

Fisk, Fiske, Betsey, 

Ellen L., 58. 

Ellen Lucinda, 58, 


Francis, 58, 283. 
George, 283. 

John B., 143. 

Fitch, James, 351. 
Fitch Bros. & Co., 


Fitts, Robert, 177, 

Flagg, Elisha, 192. 
Marshall, 192. 
Sarah (Chamber- 
lain), 192. 
Flanders, B. S., 56. 
Fletcher, Charles R., 

Ella G„ 310. 
Joseph, 183. 

Sarah J., 310. 
Flint, Dr., 110. 
Benjamin, 301. 
James, 106-108. 
Sarah, 301. 
Florida, 153. 

Floyd, , 38. 

Fogg, James, 139. 
Foley, - — — , 32. 
Foote, Belle, 292. 
George, 292. 
George W., 292. 
Giles Wesley, 292. 

Foote, Harriet 
(Bump), 292. 

Forbes, Sarah, 185. 

Forbush, Anna M. 
(Nelson), 314. 

Calista M., 314. 

Elijah, 314. 

Halford, 314. 

Mary Ann, 314. 

Ford, Robert, 184, 

Forrester, John, 246, 
254, 337. 

Simon, 336. 

Fort Caswell, 166. 

Fortine, John H., 

Foss, Deborah, 317. 

Foster, — - — , 141. 

Capt., 142, 143. 

Frederick W. C., 

George, 138. 

Jerome W., 282. 

Joseph S., 139. 

Reginald, 427. 

Samuel J., 141. 

Foster & Taylor, 78. 

Fowle, Joanna, 2. 

Ruth, 2. 

Zachariah, 2, 4, 

Francis, John, 138, 

Francks, Joseph R., 

Franklin (Mass.), 

Addie M„ 315. 

Eri, 315. 

Fraser, J. and Co., 
32, 33. 

Fraser, John & Co., 

Fraser, Trenholm & 
Co., 25, 161, 171, 

Frazier, , 171. 

Freelove, Elizabeth, 

Freeman, Frederick, 

Mary, 314. 

Freeman, Otis, 314. 


Frederick T., 65. 

French, Amelia 
(Adams), 305. 

Charles, 305. 

Fannie, 305. 

Frances O., 305. 

John, 183. 

Joseph, 179, 353. 

Frost, Bertha Anna, 

Fanny, 268. 

Gaius Burnap, 268. 

Hattie Lucretia, 

James Burnap, 


Jerry Albert, 268. 

Zenas, 268. 

Frothingham, Octa- 
vus, 263. 

Fry, Frye, Lieut., 

Ann, 261. 

Joseph, 154, 156. 

Lawrence T., Mrs., 

Nathan, 261. 

Fuller, Capt.., 401. 

E. W., 240. 

H. O., 125. 

G a R' e , Mary M., 55. 

Gair, , 22. 

Galbraith, William, 

Galveston (Texas), 
159, 169. 

Gansevoort, Guert, 

Gardner, — — , 96. 

Angie (Water- 
man), 287. 

Catharine Eliza- 
beth, 296. 

Eliza, 399. 

Eliza Endicott 
(Peabody), 296. 

Emily Maria, 262. 

Ernest W., 287. 

Esther, 285. 

Esther Burnett, 



Gardner, George Au- 
gustus, 296. 

George Endicott, 


George Peabody, 
295, 296. 

Henry, 66, 321. 

John, 101, 109, 110, 

Mariah Cecelia, 

Marion E., 286. 

Mary, 106. 

Samuel, 431. 

Garfield, Andrew B., 

Hannah (Dwin- 
nel) , 197. 

Moses Dwinnel, 

Garrett, , 415. 

Ella Emma, 288. 

John W., 416. 

Garrison, Garrason, 
Edward, 190. 

T. B., 173. 

Gauss, Mary P., 77. 

Stephen, 77. 

Gawn, Ellen W., 267. 

Elvira (Wade), 

John, 267. 

Geery, Sarah, 430. 

Gernelvin, Maryett, 

Oliver, 190. 

Gerrish, , 335, 


Esther, 396. 

Gerry, Edmund, 188. 

George W., 187. 

J. S., 188. 

Joseph, 187. 

Josiali W., 187. 

Lizzie B., 187. 

Mehitable, 187. 

Getchell, Gatchell, 
Samuell, 183. 

Gettysburg, 219. 

Gibbs, Elizabeth, 


Samuel, 61. 

Gibraltar, 217. 

Gibson, Abraham, 


Annis Parker, 50. 
Betty, 50. 

James E., 273. 
Louisa, 50. 

Mary Maynard, 


Myra, 292. 

Myra B., 273. 
Oliver, 50. 

Beuben, 50. 

Sally, 57. 

Sarah A., 50. 

Giddings, , 207. 

Joshua, 207. 
William, 253. 
Gidney, Bartho., 358. 
Gilbert, James, 395. 
Gill, John, 178, 179. 

Samuel, 178. 

Gillis, Capt., 121. 

, 14, 17, 115, 

116, 119. 

James, 117, 123. 
James D., 15, 17, 
18, 20-22, 24, 113, 
114, 116, 118, 119, 

Gilman, Gillman, 
Capt., 182. 

Delia Way, 55. 
Emerson, 55. 

John, 178, 181, 182, 

Mary Adelia, 55. 
Gilson, Augustus, 

L. Levann, 186. 
Lurran, 186. 
Luvanna, 186. 
Luvanna L., 186. 
Mary Clark, 186. 
Walter C., 286. 
Ginouhio, Paulo, 117 
Gizare, Louis, 138. 
Glasgow, 159. 
Glidden & Williams, 

Gloucester, 149. 
Glover, Stephen, 118, 

Goddard, Simon, 437 
Susanna, 437. 

Godfrey, John, 177. 

Gold, Nathan, 181. 

Goldsmid, Capt., 223- 

Lionel Campbell, 

222 . 

Goldthwait, P. H., 

Katharine, 318. 

Mary R. (Olmsted) 

Goldwyers, , 354. 

Good, , 435. 

Goodale, Experience, 

Joshua, 439. 

Richard, 177, 178, 

Goodenough, Ma- 
randa, 190. 

Goodhue, , 109, 

110 . 

A., 259. 

Abner, 101. 

James, 259. 

Sarah Ervin, 259. 

Wm. W., 392. 

Gooding (Idaho), 

Goodridge, J. W., 

John W., 140. 

Gordon, John B., 


Gottenberg, 123. 

Gould, Amos, 37, 307. 

Angeline, 311. 

C., 34. 

Harriet W., 307, 

Lovina, 311. 

Nancy H. (Bart- 
lett), 307. 

William R., 186. 

Goulding, Gordon, 


Henry, 63. 

Gove, Goue, Edward, 
179, 183. 

Hannah, 183. 

Richard, 105. 

Gowin, Susanna, 105 

Grafton, , 204. 

Granby (Mass.), 186 



Grant, Gen., 415, 416. 

Graves, Greaves, 

, 9. 

Dolly B., 193. 

E„ 249. 

Eleazer, 122, 249. 

R. H„ 241. 

Samuel L., 58. 

William, 132. 

William Bentley, 

Gray, Caroline Ma- 
tilda, 109. 

Edward W., 59. 

Eliza Endieott, 109. 

Ivan Ward, 199. 

James, 109. 

John Abraham, 

100 . 

Laura Ola, 199. 

Mary Ann, 109. 

Mary T., 59. 

Rebecca, 109. 

Susan, 109. 

Wm. R., 249. 

Great Bromley, 97. 

Greele, Greeley, 

Grele, Andrew, 

Horace, 48. 

Joseph, 357. 

Phillip, 177, 178, 

183, 353, 354, 357, 

Sarah, 354. 

Green, Greene, Alex- 
ander, 137. 

Blanche Susan, 

David, 398. 

Gardner, 250. 

Isaac, 183. 

James Diman, 107. 

Thomas William, 

William, 63. 

Greenman, Agnes C., 

Griffin, Ebenezer, 

112 . 

Elizabeth, 112. 

Hannah, 112. 

John, 112, 184, 357. 

John Adams, 112. 

Griffin, Martha 

Thompson, 112. 
Mary Ann, 112. 
Nathaniel Pierce, 
112 . 

Sarah, 112. 

Thos. Jefferson, 
112 . 

Grindall, , 351. 

Grissom, R. S., 173. 

Thomas, 173. 
Griswold, Hannah, 


Grosvenor, Rose, 296. 
Groth, John, 357. 
Guthrie, Archibald, 

Gutterson, Susan- 
nah, 430. 

Haas, Sol, 38. 
Haight, Jos., 122. 
Hacket, William, 

183, 360. 

Hale, Amy Eliza, 58, 


Charles Edward, 

Edwin Samuel, 58. 
Ellen Lucinda, 58. 
George Franklin, 

Lilian Elvira, 294. 
Maria E., 58. 

Ruth, 348. 

Walter A., 58, 294. 
W. M„ 34. 

Halifax, 165. 

Hall, Andrew, 195, 

Ann (O’Connor), 


Eliza Jane, 196. 
George Chandler, 

Isaac, 118, 119. 
Luke, 255. 
Margaret Julia, 

Minerva, 195. 
Miranda, 196. 

Otis, 196. 

Samuel, 140, 356. 
Spence, 4. 

Halleck, Gen., 414. 

Hallett, , 3. 

Hamburg, 131. 

Hamilton, , 411. 

Alexander, 207. 
Hammer, Wm., 32. 
Hammond, Joseph, 

Hampton, 177, 179, 

Harbach, Charles 
D„ 195. 

Daniel, 195. 

Henry Bright, 195. 

Harding, , 398. 

Seth, 6-8. 

Solomon, 339. 
Hardy, AlpheUs, 338, 

Harkins, Samuel, 


Harlow, Eleanor 
Elizabeth, 272. 
Elizabeth Camp- 
bell, 272. 

Frederick William, 

John B., 272. 
Harrington, Ange- 
line, 189. 

Levi, 189. 

Samuel D., 196, 

Harris, Edwin D., 


Ellen P., 269. 

F. M„ 32, 33. 
Laura ( Wright (, 

Ducy Gleason, 199.. 
Milan, 55. 

Minnie N., 200. 
Nellie Eudora, 

200 . 

Ralph Bertram, 

201 . 

Sarah A., 50. 
William, 199. 
Hart.e, Addie M. 
(Richardson) r 

Charles, 286. 
Emma Josephine, 



Harte, George Fred, 

John G., 289. 

Mary Francis, 286. 

Hartland (N. Y.), 

Hartshorne, Deacon, 
99, 101, 103. 

Elder, 105. 

Thomas, 100, 101, 
103, 104. 

Hartwell, Joseph, 

Harvey, Sarah 
Frances, 266. 

Haseltine, Lavina A. 
(Corey), 293. 

Mary Ella, 293. 

Winslow W., 293. 

Haskell, Haskel, 
John, 193. 

John M., 340. 

Rebecca, 193. 

Seth, 100. 

Haskin, Haskins, 
Alley, 138. 

David, 398. 

Mary, 311. 

Hastings, Albert C., 

Joseph, 315. 

Mary Ann, 315. 

Hastings, Henry & 
Co., 25. 

Hatfield, 348. 

Hathaway, Esther 
(Pratt), 304. 

Fanny O., 281. 

Mary Jane, 199. 

Nathan G., 304. 

Hathorn, Hathorne, 
Ebenezer, 261. 

John, 1. 

William, 435. 

William Hollings- 
worth, 393. 

Havana, 154, 159, 

Haverhill, 180, 353, 

Havre, 131. 

Hawes, , 34. 

Hayes, , 34. 

Daniel, 103. 

Hayes, Eliza, 103. 
Lafayette, 280. 
Mary Cordelia, 

Mary Jane, 103. 
Haynes, Charlotte 
(Smiley), 296. 
Daniel Webster, 

George Hall, 296. 
Harry, 296. 

Helen Louisa, 295. 
Leila Chapin, 296. 
Hayward, Abigail 
(Hosmer), 312. 
Asa, 312. 

Joseph, 312. 

Lydia, 312. 

Mary, 312. 
Mehitabel, 312. 
Hazard, ■ — , 215. 
Hazen, General, 350. 
Edward, 350. 
Priscilla, 350. 
Heard, John, 207. 
Hebard, see Hubbard 
Hedgeship, Minerva, 

Hemenway, Augus- 
tus, 344. 

Henderson, , 


Elizabeth ( Scott) , 

Margaret, 275. 
Robert, 275. 
Henderson, C'oulborn 
& Co., 159. 
Hendrick, Hendricks, 
Daniel, 184. 
Jotham, 178. 
Henfield, Elizabeth, 

Gideon, 6. 

Hannah, 431. 

John, 110. 

William, 431. 
Herman, Nellie* M., 

Hersey, Hersee, 

Abel, 106. 

Alfred, 194. 

Alfred T„ 195. 

Hersey, Alfred 
Thomas, 194. 

Eliza A., 194. 

Mary Ann, 194. 

Heussler, George, 

101 . 

Hews, see Huse. 

Hibbard, see Hub- 

Higbee, L., 396. 

Higginson, , 


Francis, 110. 

Sarah, 102. 

Hiler, Capt., 339. 

Hill, , 23. 

Hannah, 61. 

Stephen, 61. 

Thomas, 263. 

Hill & Blodget, 23. 

Hinckley, Rebecca 
C. T., 63. 

Hitchings, Anna, 

Charles, 276. 

Mary, 276. 

Hobart, Anna 

(Briggs), 266. 

Anna Caroline, 

Emily Florence, 

George Burnap, 

Grace Agnes, 266. 

Henry, 266, 267. 

J. H„ 245. 

James Frederick, 

Mary, 266. 

Mary Isabelle, 


Mary T., 266. 

Richard Everett, 

Sarah Jane, 266. 

Simon, 266. 

Walter Henry, 266 

Hodges, Andrew, 


Elizabeth, 98. 

J„ 102. 

John, 358, 359. 

Jonathan, 98. 



Hodges, Mary, 14, 

Hoffman, Charles, 

Holbrook, William 
A., 257. 

Holdred, William, 

Holgate, H„ 32, 33. 
Holland, 121. 
Holliston, 187. 
Holmes, — — , 402. 
Alonzo Judah, 200. 
Amos, 260. 

Ann S., 109. 

Olive Maria, 200. 
Ruth, 306. 

Holt, , 435. 

Deborah, 430. 
Elizabeth, 430. 
George, 430. 
Hannah, 430. 
Hattie Lucretia, 

Henry, 430. 

James, 430. 

John, 430. 

Martha, 430-432. 
Mary, 430. 

Mary Russell, 430. 
Nicholas, 430, 431, 
433, 439. 
Priscilla, 430. 
Rebecca, 430. 
Robert, 430. 
Samuel, 430. 

Sarah, 430. 
Susannah, 430. 
Thomas, 431. 

Holyoke, , 110. 

Hone, William, 34. 
Hong Kong, 130, 141, 
144, 145. 

Hope, Mary (Har- 
vey), 317. 

Hopkins, Capt., 321. 

Harriet, 317. 
Hopkinton, 187, 188. 
Hopkinton & Upton, 

Horne, Lymon, 436. 
Hornsby, Gen., 376- 

Horsey, J., 32. 

Horton, Catherine 
E„ 279. 

William O., 279. 
Hosmer, Abigail, 


Hovey, , 109. 

Gen., 259. 

Daniel, 425. 
Howard, Grace, 311. 
Harriet Burnap, 

Henry, 173. 
Rebecca ( Trow ) , 

Wilbur F„ 283. 
Howe, Joseph, 202. 
Hoyt, Ichabod, 128. 
John, 180. 

Luella, Maria, 54. 
Thomas, 180. 
Hubbard, Hebard, 
Hibbard, Abel, 


Asa, 313. 

Jedediah, 313. 
John, 98, 99. 

Lucy, 313. 

Lydia, 313. 

Lyman, 313. 
Martha, 356. 

Mary, 313. 

Mary (Reed), 313. 
Milan, 313. 
Richard, 356. 
Robert, 313. 
Samuel, 313. 
Hudson, William, 
357, 358. 

Hull (England), 157 
Elizabeth Win- 
throp, 268. 

John, 358. 
Humphrey, Simon 
P„ 138. 

Hunt, Leroy, 287. 
Nellie F„ 287. 
Sarah A. (New- 
ton), 287. 
Almina Mandana, 

Ellen P., 269. 
Elizabeth Wel- 
lington, 277. 
Frank Emery, 277. 

Hunt, Harlan Page, 

Hattie E., 269. 

Ira, 277. 

James Sumner, 

John Howard, 269. 

Lucian Burnap, 

Lyman Hall, 269. 

Marion Dexter, 

Mary Addie, 277. 

Mary Elizabeth, 

Mary Lincoln, 277. 

Mary Susan, 277. 

Nellie A., 269. 

Susan Bullard, 

Zeno, 269. 

Huntington (Ohio), 

A., 261. 

Albion, 277. 

C. S., 123. 

Charles, 321. 

Charles S., 128. 

Emma Augusta, 

Henry E., 277. 

Nancy, 277. 

Hurd, Isaac, 100, 

Huse, Hews, , 

220 . 

Caleb, 220. 

George, 354, 359. 

Mary, 354, 357. 

Hussie, Hussey, 
Capt., 181, 182. 

Mary, 189. 

Matthew, 189. 

Hutchins, John, 357. 

Hutchinson, Hutche- 
son, 33, 67, 68. 

Capt., 145. 

Daniel, 67, 77, 81, 
83, 152, 321. 

Edward, 357. 

Elizabeth, 439. 

Horace F., 68. 

Martha A., 64. 

Mary, 281. 



Hutchinson, Samuel, 
130, 144-146, 152, 
322, 395, 439. 

Hutchlin, , 33. 

Hyannis, 131. 

Jllsley, Ilsley, Ly- 
dia, 352. 

John, 177-180, 183. 

William, 183, 187. 

Iloilo (Philippine 
Islands), 129, 

Ingersoll, Ingerson, 

Elizabeth, 431. 

John, 395, 431. 

Jonathan, 3. 

Judith, 431. 

Mary, 431. 

Nathaniel, 395, 
431, 436. 

Ruth, 2. 

Ipswich, 144, 345, 
429, 432. 

Ipswich Hamlet, 
Mass., 202. 

Irish, Lillah, 50. 

Irving, Waldo, 63. 

Ithaca (N. Y.), 190. 

J ackson, Andrew, 

James, 195. 

James March, 298. 

Mary, 303. 

Kussell Leigh, 345. 

Jacobs, Mary Jane, 

Orpah L., 199. 

Janesville (Wis.), 

Java, 119, 121. 

Jefferson, , 411. 

Jenks, Elias, 128. 

John, 103. 

Jennison, Charles 
H„ 281. 

Mary E., 281. 

William, 63. 

Jewett, 239. 

Johnston, Johnson, 

Albert Sidney, 

174, 416, 417. 

Emery, 337. 

Johnston, Frederick, 

Frederick I., 143. 
J„ 33. 

Joseph E., 413. 
Marshall, 344. 
Mary, 430. 

Robert, 6, 8. 
Simon, 12. 
Stephen, 432. 
Thomas, 430, 432. 
Thomas M., 255. 
William, 7. 

Jones, , 154. 

J. Pembroke, 169. 
J. William, 411. 
Mary M., 308. 

Paul, 237. 

Robert, 181. 

Sarah, 308. 
Stephen, 308. 
Jones, Quiggins & 
Co., 154, 156. 
Joy, Sally, 50. 

Judd, David, 439. 
Elizabeth, 439. 
Experience, 439. 
Martha, 439. 

Mary, 439. 

Rebecca, 439. 
Roger, 439. 

Kean, , 212. 

Keene, 398. 

Kelley, James, 233. 
Kendall, Ephraim, 

Joseph G., 63. 
Sarah R., 274. 

Kennedy, , 33. 

Kent, Steven, 180. 
Kerr & Co., 71, 86. 
Kewen, Col., 377. 
Kidder, Caroline W. 
(Archbald), 296. 
Charles A., 285. 
Charles B., 274. 
Charles W. Arch- 
bald, 296. 

Henry Purkitt, 


Joseph D., 274. 
Josephine, 285. 

Kidder, Josephine 
(Burnett), 296. 
Moses, 273, 274. 
Rachel, 274. 
Walter F., 274. 
Killarny, 400. 
Killingly ( Conn. ) , 
201 ." 

Kimball, Capt., 332. 
Edward D., 336. 
Ezra D., 138. 

J. Staniford, 144. 
James F., 125. 
James S., 332. 
King George’s 
Sound, 143. 

King, Henry, 440. 
James, 195, 264, 

John, 436. 

Kingsley, Lydia, 313. 

Mary, 313. 
Kinsman, Abbot, 

326, 327. 

Asa, 51. 

Deborah, 325. 
Ebenezer Thurs- 
ton, 51. 

Frederick, 325. 
George Washing- 
ton, 51. 
Jeremiah, 51. 
Joshua, 325, 329. 
Martha, 51. 

Mary Brown, 325. 
Nathaniel, 325, 


Nathaniel J., 143, 
321, 323, 325. 
Nathaniel Joshua, 
321-325, 329. 
Rebecca ( Chase) , 

Rebecca Reed, 326. 

Kirkland, , 109. 

Rev., 108. 

Kitterie, 182. 
Kittredge, Ebenezer, 

Martha, 49. 
Knoulton, Knowlton, 
John, 429. 
Thomas, 427. 



Lafitte, J. B., 171. 
Laird Brothers, 157. 
Lakeman, E. F., 253. 
Lamar, Henrietta, 

Lambert, John, 241, 
245, 336, 392. 

Lamson, , 207. 

Jonathan, 207. 
Lancaster, James, 

Lander, Nellie, 397. 

Peter, 100, 110. 
Lang, Clara S., 311. 
Ida Bell, 311. 
Samuel, 311. 
William H., 311. 
Lansing, Elizabeth, 

Robert B., 309. 
Larkin, Benjamin 
George, 107. 

Latham, , 22. 

Latham & Gan, 22. 

Lawley, , 162. 

Lawrence, Abram 
G., 57. 

Amory A., 125, 126. 
Benjamin, 57. 

Emily F., 125. 
Esther Carver, 57. 
Gertrude, 399. 

Jack, 399. 

Lois, 57. 

Louise, 57. 
Rosamund, 399. 
Sally, 57. 

Wm, 399. 

Lawton, Gen., 222. 
Leach, — — , 323. 

Thomas, 251. 
Leavitt, William, 3, 

Lebby, , 34. 

H. S., 32. 

Lee, Leigh, , 221 

Gen., 222, 406, 410, 
413, 423. 
Carrington, 212. 
Francis H., 396. 
Harry, 397. 

Jacob, 395. 

Joseph, 123. 
Pearson, 349. 

Lee, R. E„ 410, 412. 
Richard II., 212. 
Robert E., 410. 

S. P., 232. 
Leghorn, 122. 
Lemah, Pong, 115, 

lemon, Leman, , 


Bamford G., 195. 
Rosamond A., 195. 
Ruth, 195. 

Thomas, 195. 
Lendal, Judge, 99. 
Leonard, Elfrida, 


Emily Pardee Sil- 
cox, 198. 
Florence Jennie, 

Gilbert, 198. 

Laura Ola, 199. 
Lew Wallace, 198. 
Lothair Lewis, 198 
Orlando H., 198. 
Sarah Williams, 

Leverett, John, 59. 
Lewis, Louisa, 112. 
Lydia, 112. 

Minnie N., 200. 
Phillip, 177. 

Lillie, Adeline, 188. 

Lincoln, , 221, 


Pres., 174. 

Lucy F., 49. 

Ruth, 275. 

Lindale, Timothie, 

Linforth, Thomas, 


Lion’s Mouth, 181. 
Lisle (N. Y.), 189. 

Little, , 4. 

Elizabeth, 62. 

Henry, 62. 

Lydia, 62. 

Nicholas, 62, 63. 
Littlehale, Richard, 

Livermore, Addie 
M., 315. 

Frank S., 315. 

Liverpool, 123, 141, 
143, 144, 172. 
Livingstone, Wil- 
liam, 11, 12. 
Llandudno, 159. 
Lloyd, Catherine C., 

Electa M., 293. 
William, 293. 

Lockwood, , 33. 

R. W„ 32. 

T. J., 32, 33. 

Longstreet, , 


Lord, Robert, 180, 
357, 359. 

Samuel A., 152. 
Loring, W. B., 328. 
Louisville (Ky.),415 
Lovett, Louet, Ben- 
jamin, 246. 

Low', , 107-109, 


Deacon, 106, 107. 
Abiel A., 361. 
Francis, 106. 
Harriet, 100. 

Mary Ann, 100. 
Seth, 100, 105-108, 
112 . 

Lowel, Lowell, Rev., 

, 204. 

James Burnett, 


James Russell, 


Mabel, 295. 

Maria (White), 


Lucia, Elizabeth, 


Emily Wheelock, 

Reed, 305. 

Lunt, Lund, Charles, 

John, 151. 

Luscomb, Liscomb, 
Capt., 129. 

Augustus, 339. 

J. Warren, 78, 86, 

John, 239. 



Luscomb, Joseph W., 

Joseph Warren, 

Lusk, Rachel, 189, 

Lyman, Nancy, 192. 

Lynn, 138. 

Lyons, , 30. 

Lytherland, Wil- 
liam, 357. 

]\ffacauley, Barbara, 

McBurney, Laura 
Lyman, 267. 

Samuel, 267. 

McG'allum, D. C., 414 

McClellan, Gen., 406. 

McCoy, Daniel, 11. 

Macdonald, Angus, 

Peter M., 56. 

McDonought, Cath- 
erine C., 293. 

McFarland, William, 
132, 138. 

McGarvey, James 
H„ 169. 

McIntyre, Macintire, 
David, 280. 

Henry D., 280. 

Lucia, 280. 

Sally, 53. 

McKay, Donald, 140, 

McKenney, McKin- 
ney, Emma Avis, 

Harriet, 290. 

James, 290. 

Mackie, John, 262. 

John Andrews, 

McLellan, Mayor, 

Macleod, James, 89. 

Macleod & Co., 87. 

McMullin, John, 393. 

McNicholl, Capt., 

McRae, , 171. 

Madagascar, 393. 

Madden, Hannah, 

Hannah A., 276. 

James, 276. 

Madeira, 176. 

Madison, , 411. 

Maffitt, , 45, 160, 


Capt., 161, 164, 
165, 169. 

Emma N., 161. 

J. N., 33. 

John Newland, 
160, 161, 169, 238 

Magoun and Turner, 

Magruder, Gen., 170. 

Mahomet Po, 115, 

Makepeace, George 
Lamont, 185. 

Mary, 185. 

William, 185. 

Mallory, , 161, 


S. R., 172. 

Maloon, Lucy M., 

Malvern, 40. 

Manilla, 119, 129, 
133, 137-139, 141, 
142, 144, 148, 

Mann, Caroline 
Rock, 299. 

George A., 299. 

Georgia, 299. 

Manning, Henry B., 

James, 334. 

Mansfield, Daniel H., 

Martha, 126. 

Mare and Co., 30. 

Marlborough, 187, 

Marsh, Mash, Abi- 
gail, 353. 

Daniel, 439. 

Hugh, 356. 

Mary, 439. 

Onesiphoros, 184, 

Sarah, 353. 

Marshall, , 37, 


Capt., 333-336. 
Daniel M., 323, 
330, 335, 395. 
George S., 60. 
Louis, 411. 
Marshfield, 139. 
Marston, Thomas, 
181, 182. 

Martens, L. G., 19. 

L. J., 15. 

Martens, Mosselman 
L. G. & Co., 19. 
Martens, Mossilman, 
L. G. & Co., 15, 
22 . 

Martin, , 45. 

D„ 32, 33. 

E. S., 166. 

Ella Emma (Gar- 
rett), 288. 

Nellie Grace, 288. 
William Harrison, 

Mason, Charles N., 
187, 287. 

Charlotte Isabel!, 

Earl Philip, 295, 

Ethel Raymond, 
295, 296. 

James M., 218. 
Mary Elizabeth, 


Mary Elizabeth 
(Raymond), 295, 


Samuel, 351. 
Masonboro, 174. 
Masury, James, 439. 

Martha, 439. 
Mather, Cotton, 396. 
Matthews, Lydia, 


Mauldin, Guy E., 


Maury, , 41, 42, 


Lieut., 372. 

M. F., 40, 366. 
Maynard, Mary, 50. 



Mayo, Commodore!, 

Meade, , 405. 

Lieut., 406. 

Bichard Kidder, 

Medole, Ellen, 276. 

John A., 276. 

Eose, 276. 

Meek, Henry M., 362 

Melbourne ( Austra- 
lia), 133. 

Mellen, Elizabeth, 

Memphis, 419. 

Merrifield, Lena 
May, 312. 

Merrill, George 
Plumer, 315. 

John E., 315. 

Merritt, Merrit, Ber- 
tha May, 198. 

Simeon, 282. 

Meserve, C., 187. 

Sarah A., 187. 

Messenger, David, 


Metcalf, Thomas, 


Micklefield, , 


Eebecca Bailey, 

Timothy, 396. 

Mighill, Priscilla, 
350. . 

Miller, , 64. 

Almon, 298. 

Barnabas, 64. 

Carried (Dimock), 

E„ 399. 

Edward, 138. 

Eunice, 64. 

Lena Elnora, 297. 

Maria, 64. 

Philanda, 304. 

Seneca, 265. 

Thomas, 159. 

Millett, Nathan H., 

Mills, George, 137. 

John, 211. 

Milton, Gov., 153. 

Minor, Elnathan, 


Mitchell, Charles, 

W. N„ 35, 40. 

Mix, Elizabeth, 351, 


Thomas, 351. 
Mobile, 154, 163, 238. 
Mogredge, Joseph, 

Moody, Mouday, Ca- 
leb, 178, 358. 
Daniell, 178. 
Henry, 178, 358. 
Moore, David, 132, 

John G., 267. 
Hannah W., 267. 
Harriet W., 267. 
T„ 33, 34. 

Morant, Philip, 392. 
Mordecai and Co., 34 
Morey, Jacob, 49. 
Lucy F., 49. 
Martha, 49. 

Nancy C., 49. 
Patty, 49. 

Sarah, 49. 

Thomas, 49. 
Morgan, Morris 
James, 40. 

Morgan & Sons, 382, 

Morrill, Abraham, 

Jacob, 360. 
Morrison, Joseph C., 

Morse, C. C., 173. 
Elizabeth, 102. 

Ida Luella, 317. 
John, 427. 

Lydia, 62. 

Eosanna (Eeck- 
ard), 317. 
William P„ 317. 
Morton, Almira, 308. 
Mosby, John S., 410, 

Mosely, Joseph, 243, 

Mosselman, , 15, 

19 . 

Mullin, Mullins, 
Capt., 323. 

Alice P., 324. 

Ellen, 63. 

J. Clark, 324. 

John, 143, 323-325, 
327, 337, 340. 

Murphy, , 33. 

Fidelia, 316. 

Murray, , 399. 

Capt., 226. 

George, 260. 

M. , 33. 

Eosena, 49. 

William, 431. 

Muscat, , 393. 

Uassau, 160, 171, 

190, 218, 419. 

Nathanel, William, 

Neal, Harriet C., 

N. W., 142. 

William, 142. 

Neal, William & 
Brothers, 142. 

Nelson, , 237. 

Anna M., 314. 

Emma, 362. 

Hattie E., 269. 

Philip, 346. 

William II., 361. 

New Bedford, 246. 

New Caledonia, 134. 

New Inlet, 174. 

New London (Ct.), 

New Orleans, 236. 

New York, 129, 138, 
143, 150, 176, 419 

Newbury, Nuberie, 
Nubery, 130, 132, 
178, 180, 183, 243, 
348-350, 356, 358. 

Newburyport, 120, 
132, 220, 348. 

(Eng.), 157, 176. 

Newell, , 129. 

George W., 279, 


Florence Maria, 



Newell, Francis A., 

Mary A., 293. 
Samuel, 293. 
Newhall, — — , 216. 
Gilbert, 112. 

Sally Miller, 317. 
Newman, John, 432. 
Newton, Arthur T., 

Charles H., 194. 
Dexter, 63. 

Emeline Jane, 194. 
Harvey F., 194. 
Minnie A., 194. 
Sarah A., 287. 

T. W., 173. 
Nicaragua, 390. 
Nichols, Capt., 143. 
Dianna A., 271. 
John, 17, 123, 128. 
Mary M., 265. 
Nims, Ainsworth 
Melville, 54. 
Luella Maria 
Hoyt, 54. 

Mary, 54. 

Mary Cordelia, 54. 
Deuel, 54. 

Duel Winslow, 54. 
Sumner, 54. 

Norris, Edward, 8. 
North Andover, 142. 
North, Diehard, 358. 

Norton, George, 428. 
Norwich (Conn.), 

Nurse, Benjamin, 


Elizabeth, 438. 
Francis, 431, 437- 


John, 438. 

Mary, 438. 

Debecca, 437, 438. 
Debecca (Towne), 

Samuel, 438. 
Sarah, 438. 
Nutting, E. H., 279. 
W. G., 254. 

Nutting, William G., 
143, 153, 321. 

O’Brien, Annie, 298. 
O’Hara, Oliver, 120. 
Olds, Fred A., 35. 
Oliver, Peter, 216. 
Olmsted, Albert, 189. 
Andrew, 190. 
Angelind, 189. 
Ashbel, 189, 190. 
Bishop, 191. 

Chloe, 190. 

Cynthia, 191. 

D. Laurette (Ste- 
vens), 289. 
Edward Beecher, 

Eliza Jane, 189. 
Elizabeth, 189. 
Elizur, 189, 190. 

F. L., 421. 

Frank, 189. 

Frank Palmer, 


Gamaliel Palmer, 

Janette, 191. 
Lavinia, 189. 
Luman, 191. 

Lydia, 190. 

Lydia ( Burnett) , 

Lyman, 189. 
Manna, 190. 
Maranda, 190. 
Marlin, 190. 
Maryett, 190. 
Nancy, 189. 

Nirum Pearl, 289. 
Nirum Philander, 

Orris, 191. 

Philo, 189. 

Porter, 189. 
Bachel, 189, 190. 
Sophia J., 189. 
Orkney, 176. 

Orne, C. H„ 101, 102. 
Henry, 106-108. 
Joseph, 107. 
Mehitable Caro- 
line, 105. 
Samuel, 106. 

Orne, Samuel, Mrs., 

102 . 

Tim., 397. 

William, 106. 
Osborn, Osborne, 

, 398. 

Hannah, 261. 

Osgood, , 214. 

Oswald, Jane, 316. 

Thomas, 316. 

Otey, Mary, 38. 

Peter J„ 38. 

Padang, 119, 121. 
Page, Cornelious, 


Frank E., 310. 
George E., 310. 
John, 184, 353. 
Julia A., 64. 
Martha, 184. 

Mary, 177, 183. 
Mary J., 310. 
Miranda, 64. 

Nellie F., 310. 
Onesiphorus, 177, 

Samuel, 395. 

Sarah, 353. 

Paine, , 323. 

Att. Gen., 216. 
Sarah Chandler, 

William, 399. 
Palatka (Florida), 

Palfray, Charles W., 

Palmer, Christopher, 

Nathaniel B., 143. 
Timothy, 348. 
William M., 131. 
Park, Parks, Charles 
Franklin, 319. 
Christina C. (Me- 
siclc), 319. 

Jerry, 69. 

Mackey Mills, 319. 
Margaret Louise, 

Olive Ingraham, 



Park, Ophelia Cath- 
arine, 319. 
William McKen- 
drie, 319. 

Parker, , 397. 

Experience, 437. 
John, 437. 

Joseph, 358. 

Polly Pidena, 316. 
Parkhurst, Walter, 

Parkman, Rev., 108. 
Samuel, 250. 

Parsons, , 11. 

Col., 416. 
Christopher, 13. 
Lewis B., 415. 
Obadiah, 203. 
Olivier, 68. 

Samuel Holden, 

210 . 

Theophilus, 206. 
Partridge, William, 

Pasadena (Calif.), 

Pascataqua, 177. 
Patrail, Elanor, 274. 

Oscar, 274. 
Patterson, John, 211 
Peabody, Brackey R. 
321, 330, 395. 
Frank, 399. 

George, 296. 

George L., 330, 


Henry W„ 95. 
Jacob, 101. 

John, 316. 

Joseph, 104, 105, 
332, 352. 

Louisa, 316. 

Wm. Bourne Oli- 
ver, 106. 

Peace, Catharine, 

Peacock, Betsey, 56. 
Peake, Polly, 308. 
Pearce, Peirce, 

Pierce, , 204. 

Charles T„ 277. 
Daniel, 356. 

George H., 327. 
Louisa, 50. 

Pearce, Mary A., 

Robert, 427. 

Walter A., 277. 

Pearson, , 345, 


Lieut., 350. 
Bartholomew, 348. 
Benjamin, 348. 
Dorcas, 347. 
Elizabeth Mix, 


Isaac, 348. 
Jeremiah, 348-350. 
John, 345-348, 351, 

Joseph, 348. 

Moses, 350. 
Priscilla, 350. 
Priscilla Hazen, 

Ruth Hale, 348. 
Samuel, 348. 

Silas, 352. 
,Somerby, 348. 
Stephen, 348. 
Thomas, 345. 
Pease, George B., 

Mary Miranda, 


Mary (Priest), 


Peaslie, Joseph, 181. 

Peck, , 32, 33. 

W. D„ 206. 

Peele, , 204. 

Jonathan W., 125. 
Sarah A., 125. 
Willard, 105, 204, 

Peele, Hubbell & Co. 

Pegram, , 33. 

Pemberton, , 37. 

Gen., 413. 

J. C., 413. 

Pemberton and Mar- 
shall, , 36. 

Peoria (111.), 187. 
Perkins, Pirkins, 

, 397. 

Caleb, 179. 

George H., 391. 

Perkins, Isaac, 179. 
Lucy A., 310. 

Neliie F., 310. 
Rufus F., 310. 

Perry, , 27, 34. 

Emma, 193. 

George Nelson, 


Mary, 304. 

Robert, 304. 

/Sarah Ann, 193. 
Petersburg, 406, 421. 
Amey (Westgate), 

Charles, 272. 
Charles H., 272. 
Ella M„ 272. 
Georgianna, 272. 
John W., 272. 

Pettis, Pettys, , 


Charles, 189. 

Isaac, 189. 

Susan, 189. 

Phelps, , 204. 

Philadelphia, 174, 

Phillips, Mary, 51. 
Polly, 51. 

S. C'., 392. 

Stephen C., 142, 
1253, 342. 
Phineas, William, 


Phipps, John A., 


Pickering, Elder, 


Elizabeth, 2. 
Hannah, 2. 

J., 109. 

John, 99, 101, 102, 

106, 108. 

Lucia, 98. 

Lucy, 98, 99, 103. 
T„ 109. 

Timothy, 106, 107, 
110, 396. 

Pickman, , 4, 14, 

84, 142, 144, 246, 

322, 325, 329, 338 
Caroline, 125. 

D. L„ 119, 120, 252, 



Pickman, Dudley L., 
17, 18, 20-22, 113, 
115, 118, 121, 124, 
128, 242-244, 246, 
247, 249, 251, 253, 
255, 256. 

Dudley Leavitt, 

W. D„ 124, 125. 

William D., 125, 

William W., 152. 

Pickman & Silsbee, 

Pike, Major, 354, 358. 

Joseph, 357. 

Robert, 182, 183, 

357, 360. 

Pillsbury, Charles 
W., 293. 

Lucy J., 293. 

Martha N., 293. 

William, 356. 

Pingree, David, 251. 

Thos. P., 251. 

Pitkin, Bertha May, 

Edith Susan, 198. 

Edwin, 198. 

Edwin Watson, 

Elmer Ellsworth, 

Eva Estella, 198. 

Levi, 197. 

Mary Henshaw, 

Olive, 198. 

Susan A., 198. 

Plaisted, Ishahod, 

102 . 

Platt, Fidelia, 316. 

Royal, 316. 

Plum, Jane Davis, 

Pogie, , 370, 371. 

Point de Galle (Cey- 
lon), 131. 

Pollard, , 410. 

Edward A., 410. 

Pond, Barzillai, 60, 

Hiram, 110. 

John C., 392. 

Pond, Keziah, 60. 

Melecent, 60. 

Pope, Joseph, 440. 

Poreher, , 33. 

Porter, , 403. 

Adm., 166. 

D. D., 26. 

David D., 160. 
Henry, 118, 119. 
Jeremiah, 243. 
Portland, 120, 121. 
Portsmouth, 120, 121, 
177, 185, 244. 
Potter, Emma P., 58. 
Jesse F., 395. 

J. W., 173. 
Poughkeepsie, 130. 
Powars, Edward E., 


Joel, 76. 

W. F„ 83. 

W. Frank, 67, 76, 

84, 145, 152, 321. 
Pratt, Esther, 304. 

Joseph, 3. 

Sophia N., 274. 
Preble, Prebble, Ag- 
nes D. F„ 259. 
Ebenezer, 250. 
Sarah Ellen, 259. 
Prentiss, Bliss Bur- 
nap, 266. 

Ernest Asahel, 


Lydia Matthews, 

Reuben, 265. 
Roxanna, 265. 
Preston, Presson, 
Benjamin, 430. 
Charles, 128. 
Charles Henry, 

David, 439. 
Deborah, 430. 
Elizabeth, 430, 

431, 439. 

Jacob, 431-437. 
John, 430-432, 435- 
437, 439, 440. 
Jonathan, 439. 
Joseph, 430. 

Levi, 431, 432. 
Mary, 431, 437, 438 

Preston, Martha, 

427, 428, 430-432, 

Priscilla, 430. 

Rebecca, 430, 437, 

Roger, 425-432, 

437, 439. 

Samuel, 430-432. 

Sarah, 430. 

Sarah (Geery), 

Susannah, 430. 

Thomas, 431, 432, 

Price, , 235. 

Prince, , 109. 

Dr., 99-101, 103, 
105-108, 110, 259. 

Rev., 99, 100, 103, 
105, 107, 108, 110. 

Caroline, 262. 

John, 99, 101, 103, 
108, 109, 112, 260. 

Phoebe, 60. 

Procter, Proctor, 
Charles, 112. 

Daniel, 112. 

Daniel Littlefield, 

112 . 

John, 429. 

Mary Olivia, 112. 

Nehemiah, 112. 

Providence (R. I.), 

Punchard, John, 105, 

Purbeck, Capt., 333. 

William A., 333. 

Putnam, , 211. 

Gen., 211, 216. 

A. Barron, 19. 

Charles Appleton, 

112 . 

Ebenezer, 112. 

Edward, 260. 

Elizabeth, 112. 

Ezra, 215. 

George Granville, 
65, 129, 361. 

H. B„ 252. 

Joseph C., 440. 

Mary Eliza, 145. 

Nathaniel, 440. 



Putnam, Perley Z. 

M. P., 145. 
Rufus, 209-211, 215 
Putnam, A. Barrow 
& Co., 15, 19. 
Putney, Asa, 307. 
Sampore, 307. 
Tamesen, 307. 

Quackenbush, , 


E. C., 137. 

Quallah Battoo, 247. 
Queenstown (Ire- 
land), 176. 

Quenbie, , 180. 

Quiggins, , 154, 


Hager, Elizabeth, 

Henrietta (Kra- 
mer), 311. 
Robert, 311. 
Ramsdell, C. W., 423. 
Rand, Randes, Au- 
gusta C., 49. 
Mary, 1. 

Reuben, 49. 

Randall, , 33. 

Randolph, , 36. 

Ranlett, Charles, 


Rantoul, Edward L., 

298, 299. 

Harriet C. (Neal), 


Harriet Charlotte, 

Lois, 299. 

Mabel Lowell, 299. 
Robert S., 152.